Vehicle charging path planning method, electronic equipment and vehicle

Abstract

The embodiment of the invention relates to the technical field of energy management, and discloses a vehicle charging path planning method, electronic equipment and a vehicle, and the method comprises the steps: obtaining current remaining electric quantity information and destination distance information; according to the current residual electric quantity information and the destination distance information, determining a first estimated residual electric quantity of the vehicle arriving at the destination, and when the first estimated residual electric quantity is smaller than a first preset electric quantity threshold value, planning and recommending at least one route passing through the charging equipment; and after the route is determined, the estimated temperature of the battery when the vehicle arrives at the charging equipment is determined, and the temperature of the battery is controlled to be within a preset adaptive charging temperature interval according to the estimated temperature. According to the invention, the user energy supplement convenience and the overall travel efficiency can be effectively improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of path planning, in particular to a vehicle charging path planning method, an electronic device and a vehicle. BACKGROUND

[0002] With the popularization of electric vehicles, charging path planning has become a key technology to improve user travel experience. Existing charging path planning methods mostly take the shortest navigation route or the closest charging station distance as the core target, lacking precise adaptation to vehicle endurance state and battery charging characteristics. Some solutions simply suggest the remaining power, without combining destination distance to predict travel adaptability, often resulting in insufficient power after planning the route, causing travel interruption and user range anxiety.

[0003] At the same time, battery temperature is a key factor affecting charging efficiency. Low temperature easily leads to reduced charging rate and prolonged charging time, while high temperature poses safety hazards. However, existing technologies often ignore the dynamic changes of battery temperature during driving, fail to predict the battery temperature state when the vehicle arrives at the charging station, and cannot actively control the temperature during driving, resulting in additional time spent adjusting the battery state after the vehicle arrives at the charging station, further prolonging the energy replenishment time.

[0004] Therefore, it is necessary to develop a new vehicle charging path planning method, an electronic device and a vehicle. SUMMARY

[0005] In view of the above shortcomings of the prior art, the present application aims to provide a vehicle charging path planning method, an electronic device and a vehicle, which can effectively improve user energy replenishment convenience and overall travel efficiency.

[0006] In a first aspect, the present application provides a vehicle charging path planning method, comprising the following steps: obtaining current remaining power information and destination distance information; determining a first estimated remaining power of the vehicle reaching the destination according to the current remaining power information and the destination distance information, and planning and recommending at least one route passing through a charging device when the first estimated remaining power is less than a first preset power threshold; and after determining the route, determining the estimated temperature of the battery when the vehicle reaches the charging device, and controlling the temperature of the battery to be within a preset adaptive charging temperature range according to the estimated temperature.

[0007] In the technical solution, the current residual power information and the destination distance information are actively acquired, and the first estimated residual power is compared with the first preset power threshold, so that the accurate triggering of the charging route planning is realized, and the range anxiety caused by insufficient power is avoided from the source. The current residual power information and the destination distance are combined to predict the range adaptation, so as to avoid the trip interruption caused by insufficient power and relieve the core range anxiety. The charging path is planned on the premise of sufficient power to reach the destination, so as to improve the practicability and reliability of the route. After the route is determined, the battery temperature when the vehicle reaches the charging device is predicted in advance, and the temperature of the battery is actively controlled to be in or close to the adaptive charging interval, so as to fundamentally solve the problem of charging efficiency decay caused by low temperature or high temperature, ensure the safety of charging, significantly shorten the charging time, and effectively improve the user's energy supplement convenience and overall travel efficiency through the combination of the on-demand route planning and the advance optimization of the battery state.

[0008] In a possible implementation, the temperature of the battery is controlled according to the estimated temperature to be in a preset adaptive charging temperature interval, specifically: determining a second estimated residual power when the vehicle reaches the charging device; determining the state of the charging device; if the estimated temperature is not in the adaptive charging interval, determining whether the battery needs to be heated or cooled based on the estimated temperature, the second estimated residual power and the state of the charging device, heating the battery if heating is needed, and cooling the battery if cooling is needed.

[0009] In the technical solution, the temperature control demand is determined in combination with multi-dimensional parameters including the estimated temperature of the battery, the second estimated residual power and the idle state of the charging device, so as to avoid blindly heating or cooling the battery, ensure that the control measures are accurately adapted to the actual scene, and effectively improve the control efficiency while ensuring the safety of the battery.

[0010] In a possible implementation, whether the battery needs to be heated or cooled is determined, specifically: if the estimated temperature is lower than the lower limit of the adaptive charging interval and the second estimated residual power is greater than a second preset power threshold, the battery is heated; if the estimated temperature is higher than the upper limit of the adaptive charging interval and the second estimated residual power is greater than a third preset power threshold, the battery is cooled.

[0011] In the technical solution, the second preset power threshold is used as a precondition for temperature control, so as to avoid wasting power for control when the power is insufficient, ensure that the control behavior has necessity and economy, and balance the battery optimization and range guarantee demand.

[0012] In a possible implementation, when it is determined that the battery needs to be heated, if it is predicted that the charging device is in an idle state when the vehicle arrives at the charging device, the battery is heated at a first heating power, so that the temperature of the battery is greater than or equal to the lower limit of the adaptive charging interval when the vehicle arrives at the charging device; If it is predicted that the charging device is in a non-idle state when the vehicle arrives at the charging device, the battery is heated at a second heating power, so that the temperature of the battery is greater than or equal to the lower limit of the adaptive charging interval when the charging device changes from the non-idle state to the idle state; The first heating power is greater than the second heating power.

[0013] In the above technical solution, the heating power is dynamically adjusted according to the state of the charging device, efficient heating in the idle state ensures that the arrival is adaptive, and low-power heating in the non-idle state avoids temperature loss in advance, which not only meets the charging temperature requirement but also optimizes energy consumption, thereby improving energy utilization efficiency.

[0014] In a possible implementation, when the route is recommended, the total travel time of the route is also output.

[0015] In the above technical solution, the total travel time of the route is explicitly output to the user, helping the user to intuitively master the travel time and providing a key reference for travel planning, avoiding travel delay caused by information loss, and improving the convenience and decision efficiency of route selection.

[0016] In a possible implementation, the total travel time of the route is determined as follows: A first road travel time required for the vehicle to travel to the charging device is determined; A waiting time after the vehicle travels to the charging device is determined; A charging time required for the vehicle to be charged to a preset power is determined; A second road travel time from the vehicle after being charged to a destination is determined; The total travel time of the route is determined based on the first road travel time, the waiting time, the charging time, and the second road travel time.

[0017] In the above technical solution, the time of each stage of travel is split and the total time consumption is calculated, so that the time calculation is more accurate and comprehensive, a more reliable travel time reference is provided for the user, and the credibility of route planning is enhanced.

[0018] In a possible implementation, when the route is recommended, the charging cost of the route is also output.

[0019] In the technical solution, the output charging cost meets the user's demand for knowing the travel cost, helps the user to consider both time and cost when selecting a route, realizes the optimal decision of cost performance, and improves the practicability of the route recommendation and the user's satisfaction.

[0020] In a possible implementation, if the first estimated residual power is greater than or equal to a first preset power threshold, it is inquired whether charging is needed along the way, and if charging along the way is selected, at least one route passing through a charging device is recommended.

[0021] In the technical solution, the limitation of planning a charging route only when the power is insufficient is broken, the user's active power supplement demand is respected, the upgrade from passive protection to active service is realized, the personalized demand of the user for early power supplement and avoiding subsequent endurance risk is met, and the flexibility of route planning and the user's satisfaction are improved.

[0022] In a second aspect, an embodiment of the present application provides an electronic device deployed in a vehicle, including a memory and a processor, the memory is used to store a computer program, and the processor is used to call the computer program to execute the vehicle charging path planning method of the present application.

[0023] In the technical solution, the current residual power information and the destination distance information are actively acquired, and the first estimated residual power is compared with the first preset power threshold, so that the accurate triggering of the charging route planning is realized, and the endurance anxiety caused by insufficient power is avoided from the source; the endurance adaptability is predicted in combination with the current residual power information and the destination distance, the travel interruption caused by insufficient power is avoided, and the core endurance anxiety is relieved; the charging path is planned on the premise of sufficient power to reach the destination, the practicability and reliability of the route are improved. After the route is determined, the battery temperature when the vehicle reaches the charging device is predicted in advance, and the temperature of the battery is actively regulated to or close to the adaptive charging interval in response to the temperature inadaptation problem, so that the charging efficiency decay problem caused by low temperature or high temperature is fundamentally solved, the safety of charging is ensured, and the charging time is significantly shortened. At the same time, through the combination strategy of planning the route on demand and optimizing the battery state in advance, the user's power supplement convenience and the overall efficiency of travel can be effectively improved.

[0024] In a third aspect, an embodiment of the present application provides a vehicle including the electronic device of the present application. BRIEF DESCRIPTION OF DRAWINGS

[0025] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the background art, the drawings required to be used by the embodiments of the present application will be described below.

[0026] Figure 1 A block diagram of a vehicle disclosed in an embodiment of the present application is shown in FIG. 1. Figure 2A block diagram of an electronic device disclosed in an embodiment of the present application; Figure 3 A flowchart of a vehicle charging path planning method disclosed in an embodiment of the present application; Reference signs: 1-electronic device; 11-memory; 12-processor; 2-battery management system; 3-battery; 4-vehicle infotainment system, 5-navigation system, 6-battery thermal management system. DETAILED DESCRIPTION

[0027] The embodiments of the present application will be further described in detail below with reference to the accompanying drawings and embodiments. The detailed description and the accompanying drawings of the following embodiments are used to exemplarily illustrate the principles of the present application, but cannot be used to limit the scope of the present application, that is, the present application is not limited to the described embodiments.

[0028] Please refer to Figure 1 , Figure 1 A structural schematic diagram of a vehicle disclosed in an embodiment of the present application. The vehicle can be, but is not limited to, a pure electric vehicle (PEV / BEV), a hybrid electric vehicle (HEV), a range extended electric vehicle (REEV), a plug-in hybrid electric vehicle (PHEV), a new energy vehicle, etc.

[0029] In an embodiment of the present application, a vehicle includes an electronic device 1, a battery management system 2, a vehicle infotainment system 4, a navigation system 5, and a battery thermal management system 6, and the electronic device 1 is connected with the battery management system 2, the vehicle infotainment system 4, the navigation system 5, and the battery thermal management system 6 respectively. The battery management system 2 is used to manage the battery 3, including discharge management and charge management, etc. The navigation system 5 is used to provide navigation information and positioning information. The vehicle infotainment system 4 is used to display related information of the electronic device. The battery thermal management system 6 is used to heat and cool the battery 3.

[0030] Please refer to Figure 2 , Figure 2 A functional architecture schematic diagram of an electronic device disclosed in an embodiment of the present application, which is deployed in a vehicle. The electronic device 1 includes a memory 11 and a processor 12, the memory 11 is used to store a computer program, and the processor 12 is used to call the computer program to execute the vehicle charging path planning method in the embodiment of the present application.

[0031] The system actively acquires current residual power information and destination distance information, and combines comparison of the first estimated residual power and the first preset power threshold to realize accurate triggering of charging route planning, thereby avoiding range anxiety caused by insufficient power from the source; combining current residual power information and destination distance to predict the adaptability of the range, avoiding travel interruption caused by insufficient power and relieving core range anxiety; planning a charging path on the premise of sufficient power to reach the destination, improving the practicability and reliability of the route. After the route is determined, the battery 3 temperature when the vehicle reaches the charging device is predicted in advance, and the temperature of the battery 3 is actively controlled to be in or close to the adaptive charging interval to fundamentally solve the problem of charging efficiency decay caused by low or high temperature, which not only ensures the safety of charging, but also significantly shortens the charging time. At the same time, through the combination strategy of planning the route on demand and optimizing the battery 3 state in advance, the user's energy supplement convenience and overall travel efficiency can be effectively improved.

[0032] Please refer to Figure 3 , Figure 3 The flowchart of the vehicle charging path planning method disclosed in the embodiments of the present application is shown. A vehicle charging path planning method, the method comprising the following steps: Obtain the current residual power information and the destination distance information. Determine the first estimated residual power of the vehicle reaching the destination according to the current residual power information and the destination distance information, and plan and recommend at least one route passing through the charging device when the first estimated residual power is less than the first preset power threshold (i.e., indicating insufficient power). After the user determines the route, determine the estimated temperature of the battery 3 when the vehicle reaches the charging device, and control the temperature of the battery 3 to be within the preset adaptive charging temperature interval according to the estimated temperature. For example: when the estimated temperature is not within the preset adaptive charging interval, the temperature of the battery 3 is controlled to be in or close to the adaptive charging interval in advance (i.e., before charging starts) to reduce the charging time.

[0033] The method actively acquires current residual power information and destination distance information, and combines comparison of the first estimated residual power and the first preset power threshold to realize accurate triggering of the charging route planning, thereby avoiding the range anxiety caused by insufficient power from the source; the current residual power information and the destination distance are combined to predict the range adaptation, thereby avoiding the trip interruption caused by insufficient power and relieving the core range anxiety; the charging path is planned on the premise of sufficient power to reach the destination, thereby improving the practicability and reliability of the route. After the route is determined, the temperature of the battery 3 when the vehicle reaches the charging device is predicted in advance, and the temperature of the battery 3 is actively controlled to be in or close to the adaptive charging interval in response to the temperature adaptation problem, thereby fundamentally solving the problem of charging efficiency decay caused by low or high temperature, ensuring the safety of charging, significantly shortening the charging time, and improving the user's energy supplement convenience and overall travel efficiency through the combination of the on-demand route planning and the advance optimization of the battery 3 state.

[0034] In a possible embodiment, the current residual power information and the destination distance information are acquired, specifically: After the vehicle is started and the navigation destination is set, the system will comprehensively consider the destination distance information and the current residual power information and determine whether the current residual power information is sufficient to complete the trip through the battery energy consumption model (the battery energy consumption model is a prior art and will not be described here).

[0035] In a possible embodiment, the temperature of the battery 3 is controlled to be in a preset adaptive charging temperature interval according to the estimated temperature, specifically: The second estimated residual power when the vehicle reaches the charging device is determined. The state of the charging device is determined. If the estimated temperature is not in the adaptive charging interval, it is determined whether the battery 3 needs to be heated or cooled based on the estimated temperature, the second estimated residual power, and the state of the charging device. If heating is needed, the battery 3 is heated. If cooling is needed, the battery 3 is cooled.

[0036] The present application determines the temperature control requirement in combination with multiple parameters (including the estimated temperature of the battery 3, the second estimated residual power, and the idle state of the charging device), avoids blindly heating or cooling the battery 3, ensures that the control measures are accurately adapted to the actual scenario, and effectively improves the control efficiency while ensuring the safety of the battery 3.

[0037] In a possible embodiment, it is determined whether the battery 3 needs to be heated or cooled, specifically: If the estimated temperature is lower than the lower limit of the adaptive charging interval, and the second estimated residual power is greater than the second preset power threshold, the battery 3 is heated. If the estimated temperature is higher than the upper limit of the adaptive charging interval (for example, 45°C), and the second estimated residual power is greater than the third preset power threshold, the battery 3 is cooled.

[0038] The application takes the second preset power threshold as a precondition for temperature regulation, avoids wasting electric energy for regulation when the power is insufficient, ensures that the regulation behavior has necessity and economy, and balances the optimization and endurance guarantee needs of the battery 3.

[0039] In a possible embodiment, when it is determined that the battery 3 needs to be heated, when it is predicted that the vehicle arrives at the charging device, the charging device is in an idle state, then the battery 3 is heated at a first heating power, so that when the vehicle arrives at the charging device, the temperature of the battery 3 is greater than or equal to the lower limit of the adaptive charging interval. When it is predicted that the vehicle arrives at the charging device, the charging device is in a non-idle state, then the battery 3 is heated at a second heating power, so that when the charging device changes from a non-idle state to an idle state, the temperature of the battery 3 is greater than or equal to the lower limit of the adaptive charging interval (for example, 15℃). The first heating power is greater than the second heating power.

[0040] For example, when the battery management system 2 determines that the battery thermal management system 6 needs to be started to heat the battery 3, the temperature of the battery 3 is not lower than 15℃ when the vehicle arrives at the charging station where the charging device is located, so as to optimize the state of the battery 3 and shorten the subsequent charging time.

[0041] In another example, the lower limit of the adaptive charging interval can also be 10℃, or 11℃, or 12℃, or 13℃, or 14℃, etc., which can be appropriately adjusted according to actual conditions. The upper limit of the adaptive charging interval can also be lowered according to actual conditions, such as: 40℃, or 41℃, or 42℃, or 43℃, or 44℃, etc., which can be appropriately adjusted according to actual conditions.

[0042] The application dynamically adjusts the heating power according to the state of the charging device, efficiently heats when idle to ensure that it is adapted as soon as it arrives, and avoids temperature loss in advance when not idle, which not only meets the charging temperature requirement, but also optimizes energy consumption and improves energy utilization efficiency.

[0043] In a possible embodiment, when the estimated temperature is higher than the upper limit of the adaptive charging interval, the battery management system 2 combines the cooling capacity of the battery thermal management system 6 to request the battery thermal management system 6 to cool the battery 3 at a suitable time during driving, so that its temperature is between 30-35℃. To optimize the state of the battery 3 and shorten the subsequent charging time.

[0044] In a possible embodiment, when the recommended route is output, the total travel time of the route is also output. The application explicitly outputs the total travel time of the route to the user, helping the user to intuitively master the travel time, providing a key reference for travel planning, avoiding travel delay caused by information missing, and improving the convenience and decision efficiency of route selection.

[0045] In one possible embodiment, the method of determining the total travel time of a route is as follows: determining a first road travel time required for the vehicle to travel to the charging device.

[0046] For example, based on the position information of the charging device obtained from the map, in combination with real-time navigation data, the application estimates the time required for the vehicle to travel to the charging device, i.e., the first road travel time, denoted as t1.

[0047] determining a waiting time after the vehicle travels to the charging device.

[0048] For example, by using historical data and real-time data of the charging station where the charging device is located, the use of the charging device after the vehicle arrives is predicted by a machine learning model (such as a Long Short-Term Memory Network (LSTM)), and the possible waiting time is estimated, denoted as t2.

[0049] determining a charging time for charging the vehicle to a preset power.

[0050] For example, in combination with the remaining power of the vehicle, the battery temperature, and a temperature rise model (the temperature rise model is prior art and will not be described here), and according to the output capability of the charging device, the charging profile, and the state of health of the battery, the charging time for charging the power of the vehicle to 80% or 100% of the State of Charge (SOC) is calculated, denoted as t3.

[0051] determining a second road travel time from the charging of the vehicle to the destination.

[0052] For example, according to the navigation information, the time required for the vehicle to travel to the destination after the charging is completed, i.e., the second road travel time, is predicted, denoted as t4.

[0053] determining a total travel time of the route based on the first road travel time, the waiting time, the charging time, and the second road travel time.

[0054] For example, the total travel time = t1+t2+t3+t4. In general, the shortest total travel time is the core target, and factors such as charging cost are also considered, and one or more recommended routes are intelligently calculated and generated.

[0055] The application splits the time of each stage of the trip and integrates the calculation of the total time consumption, so that the time calculation is more accurate and comprehensive, and a more reliable travel time reference is provided for the user, and the credibility of the route planning is enhanced.

[0056] In one possible embodiment, when the route is recommended, the charging cost of the route is also output.

[0057] The application outputs charging fees, can meet the user's demand for knowing the travel cost, helps the user to consider time and cost when selecting a route, realizes the optimal decision of cost performance, and improves the practicability of route recommendation and user satisfaction.

[0058] For example, the recommended route, the total travel time and the charging fee corresponding to the route are clearly and intuitively displayed by the display module of the car machine system 4, which assists the user to make a decision on the route.

[0059] In a possible embodiment, if the first estimated residual amount of electricity is greater than or equal to the first preset amount of electricity threshold, it is inquired whether charging is needed on the way, and if the user selects charging on the way, at least one route passing through a charging device is recommended. That is, when the amount of electricity is sufficient, the system calculates and prompts the first estimated residual amount of electricity after reaching the destination, and at the same time inquires the user through a pop-up window whether the user needs to supplement the amount of electricity on the way. If the user selects to need, the system will recommend a suitable charging path for the user. The application breaks through the limitation of planning a charging route only when the amount of electricity is insufficient, respects the user's active demand for energy supplement, realizes the upgrade from passive protection to active service, meets the user's personalized demand for early energy supplement and avoidance of subsequent endurance risk, and improves the flexibility of route planning and user satisfaction.

[0060] In the application, the first preset amount of electricity threshold, the second preset amount of electricity threshold, the first heating power and the second heating power are set according to actual conditions.

[0061] In the embodiment of the application, the computer program can include program code including computer executable instructions. The memory 11 can include a high-speed RAM memory, and can also include a non-volatile memory such as at least one disk memory. The processor 12 can be a central processing unit CPU, a micro control unit MCU, or a specific integrated circuit ASIC (Application Specific Integrated Circuit).

[0062] The above is only a specific embodiment of the application, but the protection scope of the application is not limited thereto, any change or replacement within the technical scope disclosed in the application should be covered in the protection scope of the application. Therefore, the protection scope of the application should be subject to the protection scope of the claims.

Claims

1. A vehicle charging path planning method, characterized in that, Includes the following steps: Get the current remaining battery power and the distance to the destination; Based on the current remaining battery power information and the destination distance information, a first estimated remaining battery power for the vehicle to reach its destination is determined, and when the first estimated remaining battery power is less than a first preset battery power threshold, at least one route passing through a charging device is planned and recommended. After determining the route, the estimated temperature of the battery (3) when the vehicle arrives at the charging equipment is determined, and the temperature of the battery (3) is controlled to be within the preset suitable charging temperature range based on the estimated temperature.

2. The vehicle charging path planning method according to claim 1, characterized in that, Based on the estimated temperature control, the temperature of the battery (3) is kept within the preset suitable charging temperature range, specifically: Determine a second estimated remaining battery power when the vehicle arrives at the charging equipment; Determine the status of the charging device; If the estimated temperature is not within the suitable charging range, then based on the estimated temperature, the second estimated remaining power and the state of the charging device, it is determined whether the battery (3) needs to be heated or cooled. If heating is required, the battery (3) is heated; if cooling is required, the battery (3) is cooled.

3. The vehicle charging path planning method according to claim 2, characterized in that, Determining whether the battery (3) needs to be heated or cooled involves the following steps: If the estimated temperature is lower than the lower limit of the adaptive charging range, and the second estimated remaining power is greater than the second preset power threshold, then the battery (3) is heated. If the estimated temperature is higher than the upper limit of the adaptive charging range, and the second estimated remaining power is greater than the third preset power threshold, then the battery (3) is cooled.

4. The vehicle charging path planning method according to claim 3, characterized in that, When it is determined that the battery (3) needs to be heated, and the charging device is predicted to be idle when the vehicle arrives at the charging device, the battery (3) is heated with a first heating power so that the temperature of the battery (3) is greater than or equal to the lower limit of the adaptive charging range when the vehicle arrives at the charging device. When it is predicted that the vehicle will arrive at the charging device, and the charging device is in a non-idle state, the battery (3) will be heated with a second heating power so that when the charging device changes from a non-idle state to an idle state, the temperature of the battery (3) is greater than or equal to the lower limit of the adaptive charging range. The first heating power is greater than the second heating power.

5. The vehicle charging path planning method according to claim 1, characterized in that, When recommending the route, the total travel time of the route is also output.

6. The vehicle charging path planning method according to claim 5, characterized in that, The total travel time for the route is determined as follows: Determine the first road travel time required for the vehicle to reach the charging equipment; Determine the waiting time after the vehicle arrives at the charging equipment; Determine the charging time for the vehicle to reach a preset charge level; Determine the second road travel time from the vehicle after charging to the destination; The total travel time of the route is determined based on the travel time on the first road, the waiting time, the charging time, and the travel time on the second road.

7. The vehicle charging path planning method according to claim 1, characterized in that, When recommending the route, the charging cost for that route is also output.

8. The vehicle charging path planning method according to claim 1, characterized in that, If the first estimated remaining battery power is greater than or equal to the first preset battery power threshold, ask whether charging is needed en route. If charging is chosen en route, recommend at least one route that passes through a charging device.

9. An electronic device deployed in a vehicle, characterized in that, It includes a memory (11) and a processor (12), wherein the memory (11) stores a computer program and the processor (12) is used to call the computer program to execute the vehicle charging path planning method as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, Includes the electronic device (1) as described in claim 9.

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