Vehicle fleet vehicle charging control method, device, equipment, medium and program product

Abstract

The invention provides a fleet vehicle charging control method, device and equipment, a medium and a program product. The method comprises the following steps: normalizing the number of obtained first transportation tasks in a task area where a vehicle is located to obtain a first task number parameter; normalizing the number of the second transportation tasks of which the task routes belong to the vehicle charging routes to obtain a second task number parameter; and according to the first task number parameter, the second task number parameter, the obtained reference task number parameter and the reference charging touch power generation amount, target charging touch power generation amount is calculated, and finally the vehicle is controlled to be charged according to the target charging touch power generation amount. According to the scheme, the target charging touch power generation amount is calculated through the number of the first transportation tasks, the number of the second transportation tasks and the reference charging touch power generation amount, so that the vehicle charging opportunity is associated with the number of the transportation tasks, and the matching between the number of the transportation tasks and the number of vehicles capable of executing the transportation tasks is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, device, equipment, medium, and program product for controlling vehicle charging in a fleet. Background Technology

[0002] In a fleet of electric vehicles, the vehicles continuously perform transportation tasks, and the battery power in the vehicles gradually decreases, requiring timely charging.

[0003] In existing technologies, vehicles typically charge when the remaining battery power drops to a fixed threshold. If a task is currently being performed, the vehicle will complete the task and then charge; otherwise, it will charge immediately.

[0004] In summary, the existing technology that controls vehicles to charge based solely on a fixed threshold results in a low match between the number of transportation tasks and the number of vehicles available to perform those tasks. Summary of the Invention

[0005] The vehicle charging control method, apparatus, equipment, medium, and program products provided in this application are intended to solve the problem in the prior art where controlling vehicles to charge based solely on a fixed threshold results in a low match between the number of transportation tasks and the number of vehicles capable of performing those tasks.

[0006] In a first aspect, embodiments of this application provide a vehicle charging control method for a fleet, including:

[0007] Obtain charging control parameters, which include the number of first transportation tasks within the vehicle's task area, the number of second transportation tasks whose task routes belong to the vehicle's charging route, a baseline task quantity parameter, and a baseline charging trigger power.

[0008] Calculate the target charging trigger power based on the number of the first transportation tasks, the number of the second transportation tasks, the baseline task quantity parameter, and the baseline charging trigger power.

[0009] Based on the target charging trigger power, control the vehicle to charge.

[0010] In one possible implementation, calculating the target charging trigger energy based on the number of the first transportation tasks, the number of the second transportation tasks, the baseline task quantity parameter, and the baseline charging trigger energy includes:

[0011] The number of the first transportation tasks is normalized to obtain the first task quantity parameter;

[0012] The quantity of the second transportation task is normalized to obtain the second task quantity parameter;

[0013] The target charging trigger power is calculated based on the first task quantity parameter, the second task quantity parameter, the baseline task quantity parameter, and the baseline charging trigger power.

[0014] In one possible implementation, calculating the target charging trigger power based on the first task quantity parameter, the second task quantity parameter, the baseline task quantity parameter, and the baseline charging trigger power includes:

[0015] The difference between the baseline task quantity parameter and the first task quantity parameter is used as the first calculation parameter;

[0016] The product of the first calculation parameter and the first preset weight is used as the second calculation parameter;

[0017] The product of the opposite of the second task quantity parameter and the second preset weight is used as the third calculation parameter;

[0018] The sum of the baseline charging trigger power, the second calculation parameter, and the third calculation parameter is taken as the target charging trigger power.

[0019] In one possible implementation, controlling the vehicle to charge based on the target charging trigger charge includes:

[0020] The charging trigger power adjustment range is determined based on the target charging trigger power and the preset adjustment value;

[0021] If the vehicle's current remaining battery power is less than or equal to the target charging trigger level, then control the vehicle to charge.

[0022] If the vehicle's current remaining battery power is greater than the target charging trigger power, then as the vehicle's remaining battery power decreases to the target charging trigger power, it is monitored whether the newly calculated target charging trigger power falls within the adjustment range of the charging trigger power.

[0023] If no new target charging trigger level is detected that is not within the range of the charging trigger level adjustment during the process of the vehicle's remaining battery level decreasing to the target charging trigger level, then the vehicle is controlled to charge when the vehicle's remaining battery level decreases to the target charging trigger level.

[0024] If, during the process of the vehicle's remaining battery level decreasing to the target charging trigger level, a new target charging trigger level is detected that is not within the range of the charging trigger level adjustment, then the vehicle is controlled to charge based on the new target charging trigger level.

[0025] In one possible implementation, the charging control parameters further include at least one auxiliary parameter from the auxiliary parameter dataset;

[0026] Before controlling the vehicle to charge based on the target charging trigger power, the method further includes:

[0027] For each auxiliary parameter in the charging control parameters, the auxiliary target value corresponding to the auxiliary parameter is calculated based on the auxiliary parameter, the auxiliary reference value corresponding to the auxiliary parameter, and the preset weight.

[0028] The sum of the auxiliary target values ​​corresponding to all auxiliary parameters in the charging control parameters is added to the target charging trigger power to obtain the updated target charging trigger power.

[0029] The step of controlling the vehicle to charge based on the target charging trigger power includes:

[0030] Based on the updated target charging trigger power, control the vehicle to charge.

[0031] In one possible implementation, the auxiliary parameters in the auxiliary parameter dataset include at least one of the following: charging pile occupancy rate, charging route congestion index, proportion of vehicles in the fleet that need charging, electricity price parameters, and battery health.

[0032] In one possible implementation, calculating the auxiliary target value corresponding to the auxiliary parameter based on the auxiliary parameter, the auxiliary benchmark value corresponding to the auxiliary parameter, and the preset weight includes:

[0033] If the auxiliary parameter is the charging pile occupancy rate or the charging route congestion index, then the difference between the auxiliary parameter and the auxiliary benchmark value corresponding to the auxiliary parameter shall be used as the first parameter.

[0034] The product of the first parameter and the preset weight corresponding to the auxiliary parameter is used as the auxiliary target value corresponding to the auxiliary parameter.

[0035] In one possible implementation, calculating the auxiliary target value corresponding to the auxiliary parameter based on the auxiliary parameter, the auxiliary benchmark value corresponding to the auxiliary parameter, and the preset weight includes:

[0036] If the auxiliary parameter is the proportion of vehicles in the fleet that need charging, the electricity price parameter, or the battery health, then the difference between the auxiliary benchmark value corresponding to the auxiliary parameter and the auxiliary parameter is used as the second parameter.

[0037] The product of the second parameter and the preset weight corresponding to the auxiliary parameter is used as the auxiliary target value corresponding to the auxiliary parameter.

[0038] Secondly, embodiments of this application provide a vehicle charging control device for a fleet, comprising:

[0039] The acquisition module is used to acquire charging control parameters, which include the number of first transportation tasks within the task area where the vehicle is located, the number of second transportation tasks whose task routes belong to the vehicle's charging route, the baseline task quantity parameter, and the baseline charging trigger power.

[0040] The processing module is used to calculate the target charging trigger power based on the number of the first transportation tasks, the number of the second transportation tasks, the baseline task quantity parameter, and the baseline charging trigger power.

[0041] The control module is used to control the vehicle to charge based on the target charging trigger power.

[0042] Thirdly, embodiments of this application provide an electronic device, including:

[0043] Processor, memory, communication interface;

[0044] The memory is used to store the executable instructions of the processor;

[0045] The processor is configured to execute the fleet vehicle charging control method of any one of the first aspects by executing the executable instructions.

[0046] Fourthly, embodiments of this application provide a readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the fleet vehicle charging control method described in any of the first aspects.

[0047] Fifthly, embodiments of this application provide a computer program product, including a computer program, which, when executed by a processor, is used to implement the fleet vehicle charging control method described in any of the first aspects.

[0048] The vehicle charging control method, apparatus, equipment, medium, and program products provided in this application normalize the number of first transportation tasks within the task area where the vehicle is located to obtain a first task quantity parameter; normalize the number of second transportation tasks whose task routes belong to vehicle charging routes to obtain a second task quantity parameter; then, based on the first task quantity parameter, the second task quantity parameter, the obtained baseline task quantity parameter, and the baseline charging trigger power, calculate the target charging trigger power; finally, control the vehicle to charge based on the target charging trigger power. This solution, by calculating the target charging trigger power based on the number of first transportation tasks within the task area where the vehicle is located, the number of second transportation tasks whose task routes belong to vehicle charging routes, and the baseline charging trigger power, correlates the target charging trigger power with the number of transportation tasks, and the timing of vehicle charging with the number of transportation tasks, thereby improving the matching between the number of transportation tasks and the number of vehicles capable of performing transportation tasks. Attached Figure Description

[0049] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0050] Figure 1 A flowchart illustrating an embodiment of the vehicle charging control method for a fleet provided in this application;

[0051] Figure 2 A flowchart illustrating Embodiment 2 of the vehicle charging control method for the fleet provided in this application;

[0052] Figure 3 A schematic diagram of the structure of an embodiment of the vehicle charging control device for the fleet provided in this application;

[0053] Figure 4 This is a schematic diagram of the structure of an electronic device provided in this application.

[0054] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0055] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0056] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a particular order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0057] With the continuous development of technology, electric vehicles are becoming increasingly common, leading to the emergence of various fleets composed of electric vehicles. As these vehicles continuously perform transportation tasks, their battery levels gradually decrease, requiring timely charging.

[0058] For example, a fleet of vehicles in a port carries out the task of transporting containers, a fleet of taxis carries out the task of transporting passengers, a fleet of vehicles in a mine carries out the task of transporting minerals, and a fleet of vehicles at a distribution station carries out the task of transporting express packages, etc.

[0059] In existing technologies, vehicles typically charge when their remaining battery power drops to a fixed threshold. If they are currently performing a task, they will complete the task and then charge; otherwise, they will charge immediately. However, controlling vehicle charging solely based on a fixed threshold leads to a low match between the number of transport tasks and the number of vehicles available to perform those tasks.

[0060] To address the problems existing in the prior art, the inventors, during their research on vehicle charging control methods for a fleet, discovered that to improve the matching between the number of transportation tasks and the number of vehicles capable of performing those tasks, charging control parameters can be acquired during vehicle operation. These parameters include the number of first transportation tasks within the vehicle's task area, the number of second transportation tasks along the task route that falls within the vehicle's charging route, a baseline task quantity parameter, and a baseline charging trigger charge. A target charging trigger charge is then calculated based on these parameters, and the vehicle is controlled to charge based on this target charge trigger charge. Since the target charging trigger charge is related to the number of first and second transportation tasks, the timing of vehicle charging is linked to the number of transportation tasks, the number of vehicles charging is linked to the number of transportation tasks, and similarly, the number of vehicles capable of performing transportation tasks is linked to the number of transportation tasks, thus improving the matching between the number of transportation tasks and the number of vehicles capable of performing those tasks. Based on the above inventive concept, the fleet vehicle charging control scheme of this application was designed.

[0061] The vehicle charging control method for the fleet in this application can be executed by a vehicle control unit (VCU), or it can be an on-board terminal, server, charging pile, etc. This application does not limit it. The following explanation uses VCU as an example.

[0062] The application scenarios of the vehicle charging control method for the fleet provided in this application are described below.

[0063] For example, in this application scenario, the vehicles in the fleet perform transportation tasks. Each vehicle can perform transportation tasks after charging is completed, and vehicles that are not currently charging are vehicles that can perform transportation tasks.

[0064] After charging is completed, the VCU in the vehicle acquires charging control parameters, which include the number of first transportation tasks within the vehicle's task area, the number of second transportation tasks whose task routes belong to the vehicle's charging route, the baseline task quantity parameter, and the baseline charging trigger charge.

[0065] The fleet will carry out transportation tasks within a geographical area, which can be divided into multiple task areas, each with corresponding transportation tasks.

[0066] The VCU then normalizes the number of the first transportation tasks to obtain the first task quantity parameter; it also normalizes the number of the second transportation tasks to obtain the second task quantity parameter. Based on the first task quantity parameter, the second task quantity parameter, the baseline task quantity parameter, and the baseline charging trigger energy, the target charging trigger energy is calculated.

[0067] Finally, based on the target charging trigger point, the vehicle is controlled to charge.

[0068] It should be noted that the above is only an example of an application scenario provided by the embodiments of this application. The embodiments of this application do not limit the actual form of the various devices included in the scenario, nor do they limit the interaction method between devices. In the specific application of the solution, it can be set according to actual needs.

[0069] The technical solution of this application will now be described in detail through specific embodiments. It should be noted that the following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments.

[0070] Figure 1 This is a flowchart illustrating a first embodiment of the vehicle charging control method for a fleet provided in this application. This embodiment describes how the VCU calculates the target charging trigger level based on charging control parameters, and then controls the vehicles to charge based on the target charging trigger level. The method in this embodiment can be implemented through software, hardware, or a combination of both. Figure 1 As shown, the vehicle charging control method for this fleet specifically includes the following steps:

[0071] S101: Obtain charging control parameters.

[0072] In this step, in order to improve the matching between the number of transportation tasks and the number of vehicles that can perform transportation tasks, the VCU first obtains the charging control parameters after the vehicle charging is completed in order to determine when to charge again.

[0073] The charging control parameters include the number of first transportation tasks within the vehicle's mission area, the number of second transportation tasks whose mission routes belong to the vehicle's charging route, the baseline mission quantity parameter, and the baseline charging trigger power.

[0074] It should be noted that the convoy will carry out transportation missions within a geographical area, which can be divided into multiple mission zones. Each transportation mission has a mission route, and a mission route of a transportation mission belongs to a mission zone, indicating that the transportation mission is within that mission zone.

[0075] The term "task route belonging to the task area" refers to a length of the task route within that task area that is greater than a preset ratio to the total length of the task route. This preset ratio can be 40%, 50%, 60%, etc., and this embodiment does not limit the preset ratio; it can be determined based on actual circumstances.

[0076] The term "transportation mission route belonging to vehicle charging route" means that the entire mission route belongs to the vehicle charging route.

[0077] The vehicle charging route is the route the vehicle takes from its current location to the charging station.

[0078] It should be noted that the VCU can obtain the number of the first and second transportation tasks in the following ways: The VCU sends a task quantity acquisition request to the task platform, which includes the vehicle location and charging route; the task platform determines the task area where the vehicle is located based on the vehicle location, and then takes the transportation tasks in that area as the first transportation tasks, and sends the number of the first transportation tasks to the VCU; the task platform determines the number of the second transportation tasks based on the charging route and the task route of each transportation task, and sends it to the VCU, so that the VCU can obtain the number of the first and second transportation tasks.

[0079] It should be noted that the target time of the current day can be determined, and then the number of reference transportation tasks in the task area where the vehicle was located at the target time in the previous preset number of days can be obtained. Then, the average of the number of all reference transportation tasks and the number of the first transportation task is taken as the new number of the first transportation task. The preset number can be 20, 30, 60, etc., and this application embodiment does not limit the preset number, which can be determined according to the actual situation.

[0080] S102: Calculate the target charging trigger power based on the number of the first transportation task, the number of the second transportation task, the baseline task quantity parameter, and the baseline charging trigger power.

[0081] In this step, after the VCU obtains the charging control parameters, in order to determine when the vehicle should be charged, it needs to calculate the target charging trigger energy based on the number of the first transportation tasks, the number of the second transportation tasks, the baseline task quantity parameters, and the baseline charging trigger energy.

[0082] Specifically, to standardize the units of measurement, the quantity of the first transportation task is normalized to obtain the quantity parameter of the first task. The quantity of the second transportation task is then normalized to obtain the quantity parameter of the second task.

[0083] It should be noted that the normalization method for the quantity of the first transportation task is as follows: divide the quantity of the first transportation task by a first preset normalization calculation value. The first preset normalization calculation value is a large value. Dividing the quantity of the first transportation task by the first preset normalization calculation value results in a first task quantity parameter that is greater than or equal to 0 and less than 1. The first preset normalization calculation value can be 100, 1000, 10000, etc. This embodiment does not limit the first preset normalization calculation value and it can be determined according to the actual situation.

[0084] It should be noted that the normalization method for the quantity of the second transportation task is as follows: the quantity of the second transportation task is divided by a second preset normalization calculation value. The second preset normalization calculation value is a larger value. Dividing the quantity of the second transportation task by this value results in a second task quantity parameter that is greater than or equal to 0 and less than 1. The second preset normalization calculation value can be 10, 100, 1000, etc. This application embodiment does not limit the second preset normalization calculation value and it can be determined according to the actual situation.

[0085] After obtaining the first task quantity parameter and the second task quantity parameter, the VCU calculates the target charging trigger power based on the first task quantity parameter, the second task quantity parameter, the baseline task quantity parameter, and the baseline charging trigger power.

[0086] The baseline charging trigger power is the amount of electricity at which a vehicle can perform at least one transport mission and can be charged. It needs to be adjusted based on the baseline charging trigger power to obtain the target charging trigger power, thereby improving the matching between the number of transport missions and the number of vehicles that can perform transport missions.

[0087] It should be noted that the charge level can be characterized by the State of Charge (SOC). The reference charging trigger charge level can be 30%, 40%, 45%, etc. This application embodiment does not limit the reference charging trigger charge level, which can be determined according to the actual situation.

[0088] The difference between the baseline task quantity parameter and the first task quantity parameter is used as the first calculation parameter.

[0089] The product of the first calculation parameter and the first preset weight is used as the second calculation parameter.

[0090] The product of the opposite of the second task quantity parameter and the second preset weight is used as the third calculation parameter.

[0091] The sum of the baseline charging trigger power, the second calculation parameter, and the third calculation parameter is used as the target charging trigger power.

[0092] It should be noted that the first preset weight and the second preset weight can be 0.5, 0.7, 0.8, etc. The embodiments of this application do not limit the first preset weight and the second preset weight, which can be determined according to the actual situation.

[0093] It should be noted that if the calculated target charging trigger power is less than the preset minimum power, the preset minimum power will be used as the target charging trigger power. The preset minimum power is the amount of electricity required for the vehicle to reach the charging station, and it is less than the baseline charging trigger power. The preset minimum power can be 10%, 15%, 20%, etc. This application embodiment does not limit the preset minimum power, and it can be determined according to the actual situation.

[0094] In one implementation, it can be based on the formula Calculate the target charging trigger level. Among them, Indicates the target charging trigger level. Indicates the reference charging trigger level. Indicates the baseline number of tasks. This indicates the number of the first task parameter. Indicates the first preset weight. This indicates the number of the second task parameter. This indicates the second preset weight.

[0095] The baseline task quantity parameter measures the number of transportation tasks. When the first task quantity parameter is greater than the baseline task quantity parameter, it indicates a large number of transportation tasks, requiring more vehicles to perform these tasks. Therefore, the battery level needs to be reduced based on the baseline charging trigger level to delay the vehicle's charging time. Furthermore, the larger the first task quantity parameter, the more transportation tasks the vehicle needs to perform, and the greater the battery level reduction required.

[0096] When the initial task quantity parameter is less than the baseline task quantity parameter, it indicates that there are fewer transportation tasks, requiring fewer vehicles to perform these tasks. Therefore, the battery level needs to be increased beyond the baseline charging trigger level to bring forward the vehicle charging time. Furthermore, the smaller the initial task quantity parameter, the less the vehicles need to perform transportation tasks, and the greater the increase in battery level required.

[0097] It should be noted that the baseline task quantity parameter can be 0.1, 0.2, 0.3, etc. This application embodiment does not limit the baseline task quantity parameter, and it can be determined according to the actual situation.

[0098] When the second task quantity parameter is greater than 0, it means there are transportation tasks whose routes fall within the vehicle charging route. The vehicle can complete the transportation task on its way to the charging station. Therefore, the battery level needs to be reduced from the baseline charging trigger level to delay the vehicle's charging time and execute the transportation task. Furthermore, the larger the second task quantity parameter, the more the vehicle needs to perform the transportation task, and the greater the battery level reduction required.

[0099] S103: Control the vehicle to charge based on the target charging trigger power.

[0100] In this step, after the VCU obtains the target charging trigger level, it controls the vehicle to charge based on the target charging trigger level.

[0101] Specifically, the charging trigger power adjustment range is determined based on the target charging trigger power level and the preset adjustment value. The upper limit of the charging trigger power adjustment range is the sum of the target charging trigger power level and the preset adjustment value, and the lower limit of the charging trigger power adjustment range is the difference between the target charging trigger power level and the preset adjustment value.

[0102] It should be noted that the preset adjustment value can be 3%, 5%, 7%, etc. This application embodiment does not limit the preset adjustment value, and it can be determined according to the actual situation.

[0103] If the vehicle's current remaining battery level is less than or equal to the target charging trigger level, it means the vehicle needs to be charged, so the vehicle is controlled to charge.

[0104] It should be noted that if the vehicle is currently performing a transportation task, it will be charged only after the task is completed; if the vehicle is not performing a transportation task, it will be charged immediately.

[0105] It should be noted that if the vehicle is an autonomous vehicle, controlling the vehicle to charge means that the VCU controls the vehicle to drive to the charging station to charge. If the vehicle is a manned vehicle, controlling the vehicle to charge means that the VCU outputs a charging reminder message to prompt the user to charge in time.

[0106] If the vehicle's current remaining battery power is greater than the target charging trigger power, it means the vehicle can perform a transportation task. Then, as the vehicle's remaining battery power decreases to the target charging trigger power, the system monitors whether the newly calculated target charging trigger power falls within the range of the charging trigger power adjustment.

[0107] It should be noted that the new target charging trigger level is calculated through the execution process of steps S101-S102. The charging control parameters obtained are the new charging control parameters.

[0108] If no new target charging trigger level is detected that is not within the range of charging trigger level adjustment during the process of the vehicle's remaining battery power decreasing to the target charging trigger level, it indicates that the number of transport tasks has not changed significantly. In this case, the vehicle will be controlled to charge when the vehicle's remaining battery power decreases to the target charging trigger level.

[0109] If, during the process of the vehicle's remaining battery power decreasing to the target charging trigger level, a new target charging trigger level is detected that is not within the range of the charging trigger level adjustment, it indicates that the number of transport tasks has changed significantly. In this case, the vehicle will be controlled to charge based on the new target charging trigger level.

[0110] In other words, based on the new target charging trigger level and the preset adjustment value, the charging trigger level adjustment range is redefined. Then, it checks if the vehicle's current remaining battery level is less than or equal to the new target charging trigger level. If so, the vehicle is controlled to charge. If the vehicle's current remaining battery level is greater than the new target charging trigger level, it monitors whether the newly calculated target charging trigger level falls within the new charging trigger level adjustment range. If, during the process of the vehicle's remaining battery level decreasing to the new target charging trigger level, no new target charging trigger level outside the adjustment range is detected, the vehicle is controlled to charge when its remaining battery level decreases to the new target charging trigger level. If, during the process of the vehicle's remaining battery level decreasing to the new target charging trigger level, no new target charging trigger level outside the adjustment range is detected, this process is repeated until the vehicle's current remaining battery level is less than or equal to the new target charging trigger level, at which point the vehicle is controlled to charge; or until, during the process of the vehicle's remaining battery level decreasing to the new target charging trigger level, no new target charging trigger level outside the adjustment range is detected, the vehicle is controlled to charge when its remaining battery level decreases to the new target charging trigger level.

[0111] The vehicle charging control method for a fleet provided in this embodiment obtains a first task quantity parameter by normalizing the number of first transportation tasks within the task area where the vehicle is located; and a second task quantity parameter by normalizing the number of second transportation tasks whose routes belong to vehicle charging routes. Then, based on the first and second task quantity parameters, the obtained baseline task quantity parameters, and the baseline charging trigger power, a target charging trigger power is calculated. Finally, the vehicle is controlled to charge based on the target charging trigger power. This scheme, by calculating the target charging trigger power based on the number of first transportation tasks within the task area where the vehicle is located, the number of second transportation tasks whose routes belong to vehicle charging routes, and the baseline charging trigger power, correlates the target charging trigger power with the number of transportation tasks, the timing of vehicle charging with the number of transportation tasks, the number of vehicles going to charge with the number of transportation tasks, and the number of vehicles capable of performing transportation tasks with the number of transportation tasks, thus improving the matching between the number of transportation tasks and the number of vehicles capable of performing transportation tasks.

[0112] Figure 2 This is a flowchart illustrating a second embodiment of the vehicle charging control method for a fleet provided in this application. Based on the above embodiments, this application describes how the VCU updates the target charging trigger quantity according to auxiliary parameters. For example... Figure 2 As shown, the vehicle charging control method for this fleet specifically includes the following steps:

[0113] S201: For each auxiliary parameter in the charging control parameters, calculate the auxiliary target value corresponding to the auxiliary parameter based on the auxiliary parameter, the auxiliary reference value corresponding to the auxiliary parameter, and the preset weight.

[0114] To reduce situations such as charging queues, insufficient remaining battery power to drive the vehicle to a charging station, and impact on battery health, the target charging trigger threshold can be updated based on auxiliary parameters.

[0115] In this step, after the VCU calculates the target charging trigger power, for each auxiliary parameter in the charging control parameters, the auxiliary target value corresponding to the auxiliary parameter is calculated based on the auxiliary parameter, the auxiliary reference value corresponding to the auxiliary parameter, and the preset weight.

[0116] It should be noted that the charging control parameters also include at least one auxiliary parameter from the auxiliary parameter dataset. The auxiliary parameters in the dataset include at least one of the following: charging station occupancy rate, charging route congestion index, percentage of vehicles in the fleet requiring charging, electricity price parameter, and battery health.

[0117] The charging pile occupancy rate, charging route congestion index, proportion of vehicles in the fleet that need charging, electricity price parameters, and battery health are all values ​​greater than or equal to 0 and less than 1.

[0118] The charging route congestion index is used to characterize the degree of congestion on a charging route. The higher the charging route congestion index, the higher the degree of congestion on the charging route.

[0119] The electricity price parameter is used to characterize the current electricity price of the charging pile. The higher the electricity price parameter, the higher the current electricity price of the charging pile.

[0120] The higher the battery health rating, the healthier the battery.

[0121] Specifically, if the auxiliary parameter is the charging pile occupancy rate or the charging route congestion index, then the difference between the auxiliary parameter and its corresponding auxiliary benchmark value is used as the first parameter. Then, the product of the first parameter and the preset weight corresponding to the auxiliary parameter is used as the auxiliary target value corresponding to the auxiliary parameter.

[0122] If the auxiliary parameters are the proportion of vehicles in the fleet that need charging, electricity price parameters, or battery health, then the difference between the auxiliary benchmark value corresponding to the auxiliary parameter and the auxiliary parameter itself is used as the second parameter. Furthermore, the product of the second parameter and the preset weight corresponding to the auxiliary parameter is used as the auxiliary target value corresponding to the auxiliary parameter.

[0123] It should be noted that the preset weight can be 0.2, 0.3, 0.4, etc. This application embodiment does not limit the preset weight, and it can be determined according to the actual situation.

[0124] It should be noted that the VCU can obtain the congestion index of the charging route in the following ways: the VCU sends a congestion index acquisition request to the navigation platform, and the congestion index acquisition request includes the charging route; the navigation platform determines the congestion index of the charging route based on the charging route and its own navigation data, and then sends it to the VCU, so that the VCU can obtain the congestion index of the charging route.

[0125] It should be noted that the VCU can obtain the charging pile occupancy rate in the following ways: the VCU sends a charging pile occupancy rate acquisition request to the charging pile platform; after receiving the charging pile occupancy rate acquisition request, the charging pile platform obtains the number of occupied charging piles, divides it by the total number of charging piles, obtains the charging pile occupancy rate, and sends it to the VCU, so that the VCU can obtain the charging pile occupancy rate.

[0126] It should be noted that the VCU can obtain battery health information in the following ways: the VCU communicates with the Battery Management System (BMS), and the BMS transmits the battery health information to the VCU in real time, so the VCU can obtain the battery health information.

[0127] S202: Add the sum of the auxiliary target values ​​corresponding to all auxiliary parameters in the charging control parameters to the target charging trigger power to obtain the updated target charging trigger power.

[0128] In this step, after the VCU obtains the auxiliary target value corresponding to each auxiliary parameter in the charging control parameters, it adds the sum of the auxiliary target values ​​corresponding to all auxiliary parameters in the charging control parameters to the target charging trigger power to obtain the updated target charging trigger power.

[0129] For example, auxiliary parameters in charging control parameters include charging pile occupancy rate, charging route congestion index, proportion of vehicles in the fleet requiring charging, electricity price parameters, and battery health. These can be calculated using formulas. Calculate the updated target charging trigger power.

[0130] in, This indicates the updated target charging trigger level. Indicates the target charging trigger level. This indicates the occupancy rate of charging stations. This indicates the auxiliary benchmark value corresponding to the charging pile occupancy rate. This indicates the preset weight corresponding to the charging pile occupancy rate. This indicates the congestion index of the charging route. This indicates the auxiliary benchmark value corresponding to the charging route congestion index. This indicates the preset weights corresponding to the charging route congestion index. This indicates the percentage of vehicles in the fleet that require charging. This indicates the auxiliary benchmark value corresponding to the percentage of vehicles in the fleet that require charging. This indicates the preset weight corresponding to the percentage of vehicles in the fleet that require charging. Indicates electricity price parameters, This indicates the auxiliary benchmark value corresponding to the electricity price parameter. This indicates the preset weights corresponding to the electricity price parameters. Indicates battery health. This indicates the auxiliary benchmark value corresponding to battery health. This indicates the preset weight corresponding to the battery health status.

[0131] The auxiliary benchmark value corresponding to the charging pile occupancy rate is a parameter that measures the number of charging piles in use. When the charging pile occupancy rate is greater than its corresponding auxiliary benchmark value, it indicates that a large number of charging piles are in use. In order to reduce charging queues, the battery level needs to be increased beyond the target charging trigger level to allow vehicles to start charging earlier and reduce charging time. Furthermore, the higher the charging pile occupancy rate, the greater the need to reduce charging time and the more battery level needs to be increased.

[0132] When the charging station occupancy rate is lower than its corresponding auxiliary benchmark value, it indicates that there are relatively few charging stations in use. Therefore, the battery level needs to be reduced from the target charging trigger level to delay vehicle charging and increase charging time. Furthermore, the lower the charging station occupancy rate, the longer the charging time needs to be and the greater the reduction in battery level required.

[0133] It should be noted that the auxiliary benchmark value corresponding to the charging pile occupancy rate can be 0.4, 0.5, 0.6, etc. This application embodiment does not limit the auxiliary benchmark value corresponding to the charging pile occupancy rate, and it can be determined according to the actual situation.

[0134] The auxiliary benchmark value corresponding to the charging route congestion index is a parameter used to measure the degree of congestion on the charging route. When the charging route congestion index is greater than its corresponding auxiliary benchmark value, it indicates that the charging route is highly congested, and the battery level needs to be increased beyond the target charging trigger level to allow the vehicle to charge earlier and avoid being unable to reach the charging station. Furthermore, the higher the charging route congestion index, the earlier the charging needs to be done, and the greater the increase in battery level required.

[0135] When the charging route congestion index is lower than its corresponding auxiliary benchmark value, it indicates that the charging route is less congested. Therefore, the charging power level needs to be reduced from the target charging trigger level to delay the vehicle's charging. Furthermore, the lower the charging route congestion index, the more charging can be delayed, and the greater the reduction in charging power required.

[0136] It should be noted that the auxiliary benchmark value corresponding to the charging route congestion index can be 0.2, 0.3, 0.4, etc. This application embodiment does not limit the auxiliary benchmark value corresponding to the charging route congestion index, and it can be determined according to the actual situation.

[0137] The auxiliary benchmark value corresponding to the percentage of vehicles in the fleet that need charging is a parameter that measures the number of vehicles in the fleet that need charging. When the percentage of vehicles in the fleet that need charging is greater than its corresponding auxiliary benchmark value, it indicates that there are a large number of vehicles in the fleet that need charging. In order for other vehicles to charge in a timely manner, the charging level needs to be reduced from the target charging trigger level to delay the charging of vehicles. Furthermore, the higher the percentage of vehicles in the fleet that need charging, the more vehicles need to delay charging, and the more the charging level needs to be reduced.

[0138] When the proportion of vehicles in the fleet that need charging is less than its corresponding auxiliary benchmark value, it indicates that the number of vehicles in the fleet that need charging is relatively small. In order to improve the utilization rate of charging piles, the power needs to be increased based on the target charging trigger power to allow vehicles to charge earlier.

[0139] It should be noted that the auxiliary benchmark value corresponding to the proportion of vehicles in the fleet that need charging can be 0.5, 0.6, 0.7, etc. This application embodiment does not limit the auxiliary benchmark value corresponding to the proportion of vehicles in the fleet that need charging, and it can be determined according to the actual situation.

[0140] The auxiliary benchmark value corresponding to the electricity price parameter is used to measure whether the electricity price is high or low. When the electricity price parameter is greater than its corresponding auxiliary benchmark value, it indicates that the electricity price is high. In order to reduce charging costs, the amount of electricity needed to trigger charging needs to be reduced based on the target charging trigger amount, so as to delay the vehicle from charging. Furthermore, the higher the electricity price parameter, the more the vehicle needs to delay charging, and the more electricity needs to be reduced.

[0141] When the electricity price parameter is lower than its corresponding auxiliary benchmark value, it indicates that the electricity price is low. In order to reduce charging costs, the amount of electricity needed to trigger charging needs to be increased to get the vehicle charging earlier. Furthermore, the lower the electricity price parameter, the more the vehicle needs to charge, and the more electricity needs to be increased.

[0142] It should be noted that the auxiliary benchmark value corresponding to the electricity price parameter can be 0.2, 0.3, 0.4, etc. This application embodiment does not limit the auxiliary benchmark value corresponding to the electricity price parameter, and it can be determined according to the actual situation.

[0143] The auxiliary benchmark value corresponding to battery health is a parameter for measuring the quality of battery health. When the battery health value is greater than its corresponding auxiliary benchmark value, it indicates that the battery health is good. In this case, the battery level needs to be reduced based on the target charging trigger level to delay the vehicle from charging.

[0144] When the battery health level is lower than its corresponding auxiliary benchmark value, it indicates poor battery health. The battery level needs to be increased beyond the target charging trigger level to allow the vehicle to charge earlier. Furthermore, the lower the battery health level, the more the vehicle needs to accelerate charging, and the greater the increase in battery level required.

[0145] It should be noted that the auxiliary benchmark value corresponding to battery health can be 0.5, 0.6, 0.7, etc. This application embodiment does not limit the auxiliary benchmark value corresponding to battery health, and it can be determined according to the actual situation.

[0146] S203: Control the vehicle to charge based on the updated target charging trigger power.

[0147] In this step, after the VCU obtains the updated target charging trigger level, it controls the vehicle to charge based on the updated target charging trigger level.

[0148] It should be noted that this step is similar to step S103 in Embodiment 1, and will not be described again here.

[0149] For example, charging control parameters include the number of first transportation tasks, the number of second transportation tasks, charging pile occupancy rate, charging route congestion index, the proportion of vehicles in the fleet that need charging, electricity price parameters, and battery health. The baseline charging trigger level is 10%, the baseline task quantity parameter is 0.1, the first task quantity parameter is 0.15, the first preset weight is 0.5, the second task quantity parameter is 0.05, the second preset weight is 0.65, the charging pile occupancy rate is 0.7, the auxiliary baseline value corresponding to the charging pile occupancy rate is 0.5, the preset weight corresponding to the charging pile occupancy rate is 0.08, the charging route congestion index is 0.3, the auxiliary baseline value corresponding to the charging route congestion index is 0.2, the preset weight corresponding to the charging route congestion index is 0.7, the percentage of vehicles in the fleet that need charging is 0.2, the auxiliary baseline value corresponding to the percentage of vehicles in the fleet that need charging is 0.6, the preset weight corresponding to the percentage of vehicles in the fleet that need charging is 0.06, the electricity price parameter is 0.5, the auxiliary baseline value corresponding to the electricity price parameter is 0.3, the preset weight corresponding to the electricity price parameter is 0.4, and the battery health is 0.8, the auxiliary baseline value corresponding to the battery health is 0.6, and the preset weight corresponding to the battery health is 0.3. Therefore, the updated target charging trigger level is... .

[0150] The vehicle charging control method for the fleet provided in this embodiment updates the target charging trigger power through auxiliary parameters such as charging pile occupancy rate, charging route congestion index, proportion of vehicles in the fleet that need charging, electricity price parameters, and battery health. This can reduce situations such as charging queues, insufficient remaining power to support vehicles to reach charging piles, and impact on battery health.

[0151] The following are embodiments of the apparatus of this application, which can be used to execute the embodiments of the method of this application. For details not disclosed in the embodiments of the apparatus of this application, please refer to the embodiments of the method of this application.

[0152] Figure 3 This is a structural schematic diagram of an embodiment of the fleet vehicle charging control device provided in this application. Figure 3 As shown, the vehicle charging control device 30 of the fleet includes:

[0153] The acquisition module 31 is used to acquire charging control parameters, which include the number of first transportation tasks in the task area where the vehicle is located, the number of second transportation tasks whose task routes belong to the vehicle charging route, the baseline task quantity parameter, and the baseline charging trigger power.

[0154] Processing module 32 is used to calculate the target charging trigger power based on the number of the first transportation tasks, the number of the second transportation tasks, the baseline task quantity parameter, and the baseline charging trigger power.

[0155] Control module 33 is used to control the vehicle to charge based on the target charging trigger power.

[0156] Furthermore, the processing module 32 is specifically used for:

[0157] The number of the first transportation tasks is normalized to obtain the first task quantity parameter;

[0158] The quantity of the second transportation task is normalized to obtain the second task quantity parameter;

[0159] The target charging trigger power is calculated based on the first task quantity parameter, the second task quantity parameter, the baseline task quantity parameter, and the baseline charging trigger power.

[0160] Furthermore, the processing module 32 is specifically used for:

[0161] The difference between the baseline task quantity parameter and the first task quantity parameter is used as the first calculation parameter;

[0162] The product of the first calculation parameter and the first preset weight is used as the second calculation parameter;

[0163] The product of the opposite of the second task quantity parameter and the second preset weight is used as the third calculation parameter;

[0164] The sum of the baseline charging trigger power, the second calculation parameter, and the third calculation parameter is taken as the target charging trigger power.

[0165] Furthermore, the control module 33 is specifically used for:

[0166] The charging trigger power adjustment range is determined based on the target charging trigger power and the preset adjustment value;

[0167] If the vehicle's current remaining battery power is less than or equal to the target charging trigger level, then control the vehicle to charge.

[0168] If the vehicle's current remaining battery power is greater than the target charging trigger power, then as the vehicle's remaining battery power decreases to the target charging trigger power, it is monitored whether the newly calculated target charging trigger power falls within the adjustment range of the charging trigger power.

[0169] If no new target charging trigger level is detected that is not within the range of the charging trigger level adjustment during the process of the vehicle's remaining battery level decreasing to the target charging trigger level, then the vehicle is controlled to charge when the vehicle's remaining battery level decreases to the target charging trigger level.

[0170] If, during the process of the vehicle's remaining battery level decreasing to the target charging trigger level, a new target charging trigger level is detected that is not within the range of the charging trigger level adjustment, then the vehicle is controlled to charge based on the new target charging trigger level.

[0171] Furthermore, the charging control parameters also include at least one auxiliary parameter from the auxiliary parameter dataset; before controlling the vehicle to charge based on the target charging trigger power, the processing module 32 is further configured to:

[0172] For each auxiliary parameter in the charging control parameters, the auxiliary target value corresponding to the auxiliary parameter is calculated based on the auxiliary parameter, the auxiliary reference value corresponding to the auxiliary parameter, and the preset weight.

[0173] The sum of the auxiliary target values ​​corresponding to all auxiliary parameters in the charging control parameters is added to the target charging trigger power to obtain the updated target charging trigger power.

[0174] The control module 33 is further configured to control the vehicle to charge based on the updated target charging trigger power.

[0175] Furthermore, the auxiliary parameters in the auxiliary parameter dataset include at least one of the following: charging pile occupancy rate, charging route congestion index, proportion of vehicles in the fleet requiring charging, electricity price parameter, and battery health.

[0176] Furthermore, the processing module 32 is specifically used for:

[0177] If the auxiliary parameter is the charging pile occupancy rate or the charging route congestion index, then the difference between the auxiliary parameter and the auxiliary benchmark value corresponding to the auxiliary parameter shall be used as the first parameter.

[0178] The product of the first parameter and the preset weight corresponding to the auxiliary parameter is used as the auxiliary target value corresponding to the auxiliary parameter.

[0179] Furthermore, the processing module 32 is specifically used for:

[0180] If the auxiliary parameter is the proportion of vehicles in the fleet that need charging, the electricity price parameter, or the battery health, then the difference between the auxiliary benchmark value corresponding to the auxiliary parameter and the auxiliary parameter is used as the second parameter.

[0181] The product of the second parameter and the preset weight corresponding to the auxiliary parameter is used as the auxiliary target value corresponding to the auxiliary parameter.

[0182] The vehicle charging control device for the fleet provided in this embodiment is used to execute the technical solution in any of the aforementioned method embodiments. Its implementation principle and technical effect are similar, and will not be described again here.

[0183] Figure 4 This is a schematic diagram of the structure of an electronic device provided in this application. Figure 4 As shown, the electronic device 40 includes:

[0184] Processor 41, memory 42, and communication interface 43;

[0185] The memory 42 is used to store the executable instructions of the processor 41;

[0186] The processor 41 is configured to execute the technical solutions in any of the foregoing method embodiments by executing the executable instructions.

[0187] Optionally, the memory 42 can be either standalone or integrated with the processor 41.

[0188] Optionally, when the memory 42 is a device independent of the processor 41, the electronic device 40 may further include:

[0189] Bus 44, memory 42 and communication interface 43 are connected to processor 41 through bus 44 and complete communication with each other. Communication interface 43 is used to communicate with other devices.

[0190] Optionally, the communication interface 43 can be implemented using a transceiver. The communication interface is used to enable communication between the database access device and other devices (e.g., clients, read-write databases, and read-only databases). The memory may include random access memory (RAM) and may also include non-volatile memory, such as at least one disk drive.

[0191] Bus 44 can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, only one thick line is used in the diagram, but this does not indicate that there is only one bus or one type of bus.

[0192] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0193] The electronic device is used to execute the technical solutions in any of the foregoing method embodiments. Its implementation principle and technical effect are similar, and will not be repeated here.

[0194] This application also provides a readable storage medium storing a computer program thereon, which, when executed by a processor, implements the technical solutions provided in any of the foregoing embodiments.

[0195] This application also provides a computer program product, including a computer program, which, when executed by a processor, is used to implement the technical solutions provided in any of the foregoing method embodiments.

[0196] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0197] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A method for controlling vehicle charging in a fleet, characterized in that, include: Obtain charging control parameters, which include the number of first transportation tasks within the vehicle's task area, the number of second transportation tasks whose task routes belong to the vehicle's charging route, a baseline task quantity parameter, and a baseline charging trigger power. Calculate the target charging trigger power based on the number of the first transportation tasks, the number of the second transportation tasks, the baseline task quantity parameter, and the baseline charging trigger power. Based on the target charging trigger power, control the vehicle to charge.

2. The method according to claim 1, characterized in that, The step of calculating the target charging trigger power based on the number of the first transportation tasks, the number of the second transportation tasks, the baseline task quantity parameter, and the baseline charging trigger power includes: The number of the first transportation tasks is normalized to obtain the first task quantity parameter; The quantity of the second transportation task is normalized to obtain the second task quantity parameter; The target charging trigger power is calculated based on the first task quantity parameter, the second task quantity parameter, the baseline task quantity parameter, and the baseline charging trigger power.

3. The method according to claim 2, characterized in that, The step of calculating the target charging trigger power based on the first task quantity parameter, the second task quantity parameter, the baseline task quantity parameter, and the baseline charging trigger power includes: The difference between the baseline task quantity parameter and the first task quantity parameter is used as the first calculation parameter; The product of the first calculation parameter and the first preset weight is used as the second calculation parameter; The product of the opposite of the second task quantity parameter and the second preset weight is used as the third calculation parameter; The sum of the baseline charging trigger power, the second calculation parameter, and the third calculation parameter is taken as the target charging trigger power.

4. The method according to claim 1, characterized in that, The step of controlling the vehicle to charge based on the target charging trigger power includes: The charging trigger power adjustment range is determined based on the target charging trigger power and the preset adjustment value; If the vehicle's current remaining battery power is less than or equal to the target charging trigger level, then control the vehicle to charge. If the vehicle's current remaining battery power is greater than the target charging trigger power, then as the vehicle's remaining battery power decreases to the target charging trigger power, it is monitored whether the newly calculated target charging trigger power falls within the adjustment range of the charging trigger power. If no new target charging trigger level is detected that is not within the range of the charging trigger level adjustment during the process of the vehicle's remaining battery level decreasing to the target charging trigger level, then the vehicle is controlled to charge when the vehicle's remaining battery level decreases to the target charging trigger level. If, during the process of the vehicle's remaining battery level decreasing to the target charging trigger level, a new target charging trigger level is detected that is not within the range of the charging trigger level adjustment, then the vehicle is controlled to charge based on the new target charging trigger level.

5. The method according to any one of claims 1 to 4, characterized in that, The charging control parameters also include at least one auxiliary parameter from the auxiliary parameter dataset; Before controlling the vehicle to charge based on the target charging trigger power, the method further includes: For each auxiliary parameter in the charging control parameters, the auxiliary target value corresponding to the auxiliary parameter is calculated based on the auxiliary parameter, the auxiliary reference value corresponding to the auxiliary parameter, and the preset weight. The sum of the auxiliary target values ​​corresponding to all auxiliary parameters in the charging control parameters is added to the target charging trigger power to obtain the updated target charging trigger power. The step of controlling the vehicle to charge based on the target charging trigger power includes: Based on the updated target charging trigger power, control the vehicle to charge.

6. The method according to claim 5, characterized in that, The auxiliary parameters in the auxiliary parameter dataset include at least one of the following: charging pile occupancy rate, charging route congestion index, proportion of vehicles in the fleet that need charging, electricity price parameters, and battery health.

7. The method according to claim 6, characterized in that, The step of calculating the auxiliary target value corresponding to the auxiliary parameter based on the auxiliary parameter, the auxiliary benchmark value corresponding to the auxiliary parameter, and the preset weight includes: If the auxiliary parameter is the charging pile occupancy rate or the charging route congestion index, then the difference between the auxiliary parameter and the auxiliary benchmark value corresponding to the auxiliary parameter shall be used as the first parameter. The product of the first parameter and the preset weight corresponding to the auxiliary parameter is used as the auxiliary target value corresponding to the auxiliary parameter.

8. The method according to claim 6, characterized in that, The step of calculating the auxiliary target value corresponding to the auxiliary parameter based on the auxiliary parameter, the auxiliary benchmark value corresponding to the auxiliary parameter, and the preset weight includes: If the auxiliary parameter is the proportion of vehicles in the fleet that need charging, the electricity price parameter, or the battery health, then the difference between the auxiliary benchmark value corresponding to the auxiliary parameter and the auxiliary parameter is used as the second parameter. The product of the second parameter and the preset weight corresponding to the auxiliary parameter is used as the auxiliary target value corresponding to the auxiliary parameter.

9. A vehicle charging control device for a fleet, characterized in that, include: The acquisition module is used to acquire charging control parameters, which include the number of first transportation tasks within the task area where the vehicle is located, the number of second transportation tasks whose task routes belong to the vehicle's charging route, the baseline task quantity parameter, and the baseline charging trigger power. The processing module is used to calculate the target charging trigger power based on the number of the first transportation tasks, the number of the second transportation tasks, the baseline task quantity parameter, and the baseline charging trigger power. The control module is used to control the vehicle to charge based on the target charging trigger power.

10. An electronic device, characterized in that, include: Processor, memory, communication interface; The memory is used to store the executable instructions of the processor; The processor is configured to execute the fleet vehicle charging control method of any one of claims 1 to 8 by executing the executable instructions.

11. A readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the vehicle charging control method for the fleet as described in any one of claims 1 to 8.

12. A computer program product, characterized in that, Includes a computer program, which, when executed by a processor, is used to implement the fleet vehicle charging control method according to any one of claims 1 to 8.

Images