Method and system for scheduling vehicle charging

Abstract

The application provides a scheduling method and system for vehicle charging. In the application, a target charging station is selected for a vehicle to be charged according to multiple parameters, so that a more suitable charging station can be selected for a user, and the use experience of the electric vehicle is improved. In addition, the application also dynamically adjusts the charging threshold of the vehicle battery according to the dynamic change of the traffic flow, and determines the vehicle to be charged based on the dynamically set charging threshold, so that the vehicle can be prevented from running out of power, the service life of the battery is guaranteed, and the inefficient loss of power is reduced.

Description

Technical Field

[0001] This application relates to the field of intelligent scheduling technology for electric vehicles, specifically to a scheduling method and system for vehicle charging. Background Technology

[0002] Electric vehicles are vehicles powered by an onboard battery and driven by an electric motor. Electric vehicles require regular charging to maintain their driving range. Currently, the decision-making models for connected electric vehicles often ignore energy consumption and replenishment, or only make charging decisions when the battery is nearly depleted.

[0003] For example, one existing vehicle charging method provides deployment planning and charging strategy planning based on the geographical location of the charging vehicle, user needs, and operation time. However, this charging strategy only considers spatial distance information, and the selected charging stations may not be optimal. Therefore, there is an urgent need for a vehicle charging scheduling method that selects more suitable charging stations for users, thereby improving the user experience of electric vehicles. Summary of the Invention

[0004] At least one embodiment of this application provides a vehicle charging scheduling method and system, which can select more suitable charging stations for users and improve the user experience of electric vehicles. In addition, some embodiments of this application dynamically adjust the charging threshold of vehicle batteries based on dynamic changes in traffic flow. By determining the vehicles to be charged based on dynamically set charging thresholds, vehicle battery depletion can be reduced or avoided, ensuring battery lifespan and reducing inefficient power loss.

[0005] According to a first aspect of this application, at least one embodiment provides a vehicle charging scheduling method, comprising:

[0006] Obtain the current remaining battery power, full charge capacity, current location, planned destination, and vehicle energy consumption rate of the vehicle to be charged;

[0007] Obtain charging station information, which includes the location of at least one charging station, the charging rate of the charging piles at the charging station, the total number of charging piles at the charging station, the number of charging piles already in use at the charging station, and the electricity price.

[0008] Each charging station is rated based on multiple parameters, including at least two of the following: a first distance, a second distance, charging time, charging station congestion level, and electricity price. The first distance and the second distance are respectively the first distance corresponding to the first path from the current location of the vehicle to the charging station, and the second distance corresponding to the second path from the charging station to the target location. The charging time is calculated based on the total electrical energy and the charging rate of the charging piles at the charging station. The total electrical energy includes the electrical energy required to charge from the current remaining power to a full charge, and the electrical energy consumed by the vehicle traveling the first and second distances. The charging station congestion level is the proportion of the number of used charging piles within the charging station.

[0009] The charging station with the best score is selected as the target charging station, and the vehicles to be charged are dispatched to the target charging station for charging.

[0010] Optionally, the method further includes:

[0011] Obtain the current charging threshold and current remaining battery power of at least one vehicle's battery;

[0012] Vehicles with remaining battery power less than the current charging threshold are identified as vehicles awaiting charging.

[0013] Optionally, obtaining the current charging threshold of the vehicle battery includes:

[0014] Based on traffic flow data of the road network from a historical period prior to the current time, predict the predicted speed of each vehicle in the current road segment, the preceding road segment, and the following road segment. The preceding road segment is the road segment connected to the beginning of the current road segment, and the following road segment is the road segment connected to the end of the current road segment.

[0015] For each vehicle, the current charging threshold of the vehicle battery is determined according to the following steps: based on whether the predicted speed of the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located is greater than or equal to the speed threshold corresponding to the current road segment, the traffic situation of each road segment is determined to be a congested road segment or a smooth road segment; based on the traffic situation of the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located, the factory value of the charging threshold of the vehicle battery is adjusted to obtain the current charging threshold of the vehicle battery.

[0016] Optionally, based on the traffic conditions of the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located, the factory setting of the vehicle battery charging threshold is adjusted to obtain the current charging threshold of the vehicle battery, including at least one of the following:

[0017] If the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are all unobstructed road segments, or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are unobstructed road segments, congested road segments, and unobstructed road segments respectively, the factory value of the charging threshold of the vehicle battery is used as the current charging threshold of the vehicle battery.

[0018] If the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a smooth road segment, a smooth road segment, and a congested road segment, or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a congested road segment, a congested road segment, and a smooth road segment, then the current charging threshold of the vehicle battery is obtained by subtracting the first adjustment amount from the factory value of the charging threshold of the vehicle battery.

[0019] If the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a smooth road segment, a congested road segment, and a congested road segment; or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a congested road segment, a smooth road segment, and a smooth road segment; or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a congested road segment, a smooth road segment, and a congested road segment; or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are all congested road segments, then the factory value of the charging threshold of the vehicle battery is added to a second adjustment amount to obtain the current charging threshold of the vehicle battery.

[0020] Optionally, the first adjustment amount or the second adjustment amount is determined in the following manner:

[0021] Determine the number of congested road segments in the current road segment, the preceding road segment, and the subsequent road segment where the vehicle is located;

[0022] Based on preset weighting coefficients, the number of congested road segments in the current road segment, the preceding road segment, and the subsequent road segment where the vehicle is located is weighted and summed to obtain the first adjustment amount or the second adjustment amount.

[0023] Optionally, dispatching the vehicle to be charged to the target charging station for charging includes:

[0024] The location of the target charging station, the first path, and the second path are sent to the vehicle to be charged to guide the vehicle to the target charging station along the first path and to the target location along the second path.

[0025] According to a second aspect of this application, at least one embodiment provides a vehicle charging scheduling system, comprising:

[0026] The first acquisition module is used to acquire the current remaining battery power, full charge capacity, current location, planned destination location, and vehicle energy consumption rate of the vehicle to be charged.

[0027] The second acquisition module is used to acquire charging station information, which includes the location of at least one charging station, the charging rate of the charging piles of the charging station, the total number of charging piles of the charging station, the number of charging piles that have been used at the charging station, and the electricity price.

[0028] The rating calculation module is used to calculate the rating of each charging station based on multiple parameters, including at least two of the following: a first distance, a second distance, charging time, charging station congestion level, and electricity price. The first distance and the second distance are respectively the first distance corresponding to the first path from the current location of the vehicle to the charging station and the second distance corresponding to the second path from the charging station to the target location. The charging time is calculated based on the total electrical energy and the charging rate of the charging piles at the charging station. The total electrical energy includes the electrical energy required to charge from the current remaining power to a full charge and the electrical energy consumed by the vehicle traveling the first and second distances. The charging station congestion level is the proportion of the number of used charging piles in the charging station.

[0029] The vehicle dispatching module is used to select the charging station with the best score as the target charging station and dispatch the vehicle to be charged to the target charging station for charging.

[0030] Optionally, the above system also includes:

[0031] The vehicle screening module is used to obtain the current charging threshold and current remaining battery power of at least one vehicle's battery; vehicles with current remaining battery power less than the current charging threshold are identified as vehicles to be charged.

[0032] Optionally, the vehicle screening module is further configured to:

[0033] Based on traffic flow data of the road network from a historical period prior to the current time, predict the predicted speed of each vehicle in the current road segment, the preceding road segment, and the following road segment. The preceding road segment is the road segment connected to the beginning of the current road segment, and the following road segment is the road segment connected to the end of the current road segment.

[0034] For each vehicle, the current charging threshold of the vehicle battery is determined according to the following steps: based on whether the predicted speed of the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located is greater than or equal to the speed threshold corresponding to the current road segment, the traffic situation of each road segment is determined to be a congested road segment or a smooth road segment; based on the traffic situation of the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located, the factory value of the charging threshold of the vehicle battery is adjusted to obtain the current charging threshold of the vehicle battery.

[0035] Optionally, the vehicle screening module obtains the current charging threshold of the vehicle battery by at least one of the following:

[0036] If the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are all unobstructed road segments, or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are unobstructed road segments, congested road segments, and unobstructed road segments respectively, the factory value of the charging threshold of the vehicle battery is used as the current charging threshold of the vehicle battery.

[0037] If the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a smooth road segment, a smooth road segment, and a congested road segment, or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a congested road segment, a congested road segment, and a smooth road segment, then the current charging threshold of the vehicle battery is obtained by subtracting the first adjustment amount from the factory value of the charging threshold of the vehicle battery.

[0038] If the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a smooth road segment, a congested road segment, and a congested road segment; or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a congested road segment, a smooth road segment, and a smooth road segment; or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a congested road segment, a smooth road segment, and a congested road segment; or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are all congested road segments, then the factory value of the charging threshold of the vehicle battery is added to a second adjustment amount to obtain the current charging threshold of the vehicle battery.

[0039] According to a third aspect of this application, at least one embodiment provides a vehicle charging scheduling system, including a processor, a memory, and a program or instructions stored in the memory and executable on the processor, wherein the program or instructions, when executed by the processor, implement the steps of the method as described in any of the first aspects.

[0040] According to a fourth aspect of this application, at least one embodiment provides a computer-readable storage medium storing a program that, when executed by a processor, implements the steps of the method as described in any of the first aspects.

[0041] According to a fifth aspect of this application, at least one embodiment provides a computer program product including computer instructions that, when executed by a processor, implement the steps of the method as described in any of the first aspects.

[0042] Compared with existing technologies, the vehicle charging scheduling method and system provided in this application select target charging stations for vehicles based on multiple parameters, enabling users to choose more suitable charging stations and improving the user experience of electric vehicles. Furthermore, this application also dynamically adjusts the vehicle battery charging threshold based on dynamic changes in traffic flow. Determining vehicles to be charged based on dynamically set charging thresholds can reduce or avoid vehicle battery depletion, ensure battery lifespan, and reduce inefficient power loss. Attached Figure Description

[0043] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0044] Figure 1 A schematic flowchart illustrating a vehicle charging scheduling method according to an embodiment of this application;

[0045] Figure 2 A schematic diagram of a vehicle charging scheduling system according to an embodiment of this application;

[0046] Figure 3 Another schematic diagram of the vehicle charging scheduling system according to an embodiment of this application. Detailed Implementation

[0047] Exemplary embodiments of the present application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this application will be thorough and complete, and will fully convey the scope of the present application to those skilled in the art.

[0048] It should be understood that the phrase "one embodiment" or "an embodiment" throughout the specification means that a specific feature, structure, or characteristic related to the embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment" or "in an embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and are not necessarily used to describe a specific 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 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. The word "and / or" in the specification and claims indicates at least one of the connected objects.

[0049] In the various embodiments of this application, it should be understood that the sequence number of each process described below does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0050] The following description provides examples and is not intended to limit the scope, applicability, or configuration set forth in the claims. Changes may be made to the function and arrangement of the elements discussed without departing from the spirit and scope of this disclosure. Various procedures or components may be appropriately omitted, substituted, or added to the examples. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. Furthermore, features described with reference to certain examples may be combined in other examples.

[0051] This application provides a vehicle charging scheduling method, applied to a vehicle charging scheduling system. The scheduling system is used to schedule electric vehicles to go to charging stations for charging. The vehicles referred to herein generally refer to electric vehicles, which are transportation vehicles powered primarily by energy storage batteries. Figure 1 As shown, the method includes the following steps:

[0052] Step 11: Obtain the current remaining battery power, full charge capacity, current location, planned destination, and vehicle energy consumption rate of the vehicle to be charged.

[0053] Here, the vehicle to be charged is a vehicle that needs to be charged. Specifically, whether a vehicle is a vehicle to be charged can be determined based on whether its current remaining battery power is less than the charging threshold. In step 11 of this embodiment, various information about the vehicle to be charged is obtained, including the current remaining battery power, full charge capacity, current location, planned destination location, and vehicle energy consumption rate. The current remaining battery power refers to the remaining battery power, which can usually be expressed as battery capacity or State of Charge (SOC). SOC refers to the proportion of usable battery capacity to the nominal capacity. Full charge capacity refers to the battery capacity or SOC when fully charged. Current location refers to the vehicle's current geographical location in the road network, which can be represented by latitude and longitude coordinates. Planned destination location refers to the geographical location of the vehicle's planned destination. Vehicle energy consumption rate can be expressed as the energy consumption required per unit distance; for example, if 0.2% of battery power is consumed per kilometer, the vehicle energy consumption rate is 0.2% / kilometer. The information about the vehicle to be charged can be sent to the dispatch system by the vehicle to be charged, or it can be obtained by the dispatch system requesting the vehicle to be charged. This application embodiment does not specifically limit this.

[0054] Step 12: Obtain charging station information, which includes the location of at least one charging station, the charging rate of the charging piles at the charging station, the total number of charging piles at the charging station, the number of charging piles already in use at the charging station, and the electricity price; calculate the congestion level of the charging station based on the number of charging piles already in use and the total number of charging piles.

[0055] Here, the scheduling system can obtain a set of available charging stations, C = {C1, C2, ..., C...} n}, and obtain C for each charging station i Location, charging station charging rate R c,i The total number of charging piles N total,i The number of charging stations N that are already in use used,i and electricity price Cost i Information such as...

[0056] Step 13: Calculate a score for each charging station based on multiple parameters, including at least two of the following: first distance, second distance, charging time, charging station congestion level, and electricity price. The first distance and second distance are respectively the first distance corresponding to the first path from the current location of the vehicle to the charging station and the second distance corresponding to the second path from the charging station to the target location. The charging time is calculated based on the total electrical energy and the charging rate of the charging piles at the charging station. The total electrical energy includes the electrical energy required to charge from the current remaining power to a full charge and the electrical energy consumed by the vehicle traveling the first and second distances. The charging station congestion level is the proportion of the number of used charging piles in the charging station.

[0057] Here, based on the information obtained in steps 11 and 12, the multiple parameters can be calculated. For example, based on a preset path planning algorithm (such as the A* algorithm), the current location of the vehicle to be charged and the charging station C are used. i The location can be used to calculate the distance from the current location of the vehicle to be charged to the charging station C. i The first path and its corresponding first distance d i And, using charging station C i The location and target location can be used to calculate the distance from the charging station C. i The second path to the target location and its corresponding second distance d i,t .

[0058] d i =Distance(P v ,P i )

[0059] d i,t =Distance(P v ,P t )

[0060] Among them, Distance(P v ,P i The function represents the path planning from the current position P of the vehicle to be charged using the A* path search algorithm. v To charging station C i The position P i The first distance of the first path. Distance(P) v ,P t The function represents the path planning from the current position P of the vehicle to be charged using the A* path search algorithm. v To the target location P of the mission t The second distance of the second path.

[0061] The charging time Ti One calculation method is as follows:

[0062]

[0063] Among them, R e E represents the vehicle energy consumption rate of the vehicle to be charged, and E represents the full charge capacity of the vehicle to be charged. v R represents the current remaining battery power of the vehicle to be charged. c,i This indicates that the charging station C i The charging rate of the charging station.

[0064] It should be noted that the above formula is used to calculate the charging time T. i At that time, the second distance d i,t Energy consumption is also taken into account, making the calculated charging time T... i The total driving distance (d) of the vehicle to be charged was taken into account. i,t +d i This factor, when calculating the rating of charging stations, will include the total driving distance as a factor, which will help select charging stations with shorter total driving distances as target charging stations.

[0065] The charging station C i Congestion level Load i The charging station C can be used i The number of charging stations N in use used,i The total number N of the charging piles at the charging station total,i It is expressed as a ratio, that is:

[0066]

[0067] The electricity price (Cost) of the charging station i The price can be determined based on the charging price at each charging station.

[0068] The following provides a method for calculating the charging station C based on the aforementioned parameters. i Score i An example:

[0069] Score i =ω1·d i +ω2·d i,t +ω3·T i +ω4·Load i +ω5·Cost i

[0070] Wherein, ω1, ω2, ω3, ω4, and ω5 are the weighting coefficients corresponding to the first distance, the second distance, the charging time, and the congestion level of the charging station, respectively. These weighting coefficients are all positive values ​​and can be set according to the importance of each parameter. Generally, parameters with higher importance have larger corresponding weighting coefficients. The higher the score calculated by the above formula, the worse the score; conversely, the lower the score, the better the score.

[0071] It should also be noted that the above example uses five parameters for scoring calculation. This application's embodiments can also use only some of these parameters for scoring calculation; for example, using only the first three parameters can also achieve the purpose of this invention.

[0072] Step 14: Select the charging station with the best score as the target charging station and dispatch the vehicle to be charged to the target charging station for charging.

[0073] Here, the score for each charging station can be calculated through step 13 above. Then, the charging station with the best score is selected as the target charging station. Taking the scoring calculation formula above as an example, the charging station with the lowest score will be selected as the target charging station. Then, the scheduling system sends the location of the target charging station, the first path, and the second path to the vehicle to be charged, so as to guide the vehicle to be charged to the target charging station according to the first path and to the target location according to the second path.

[0074] Specifically, when the vehicle to be charged is an autonomous vehicle, the dispatch system can send the location information of the target charging station, the first path, and the second path to the vehicle. The control system of the vehicle guides the vehicle from its current location to the target charging station for charging according to the first path, and from the target charging station to the target location according to the second path. When the vehicle to be charged is a manually driven vehicle, the dispatch system can send the location information of the target charging station, the first path, and the second path to the vehicle. The control system of the vehicle displays the target charging station, the first path, and the second path on the display panel inside the vehicle. In this way, by providing location guidance for the target charging station on the display panel and displaying the planned first and second paths on an electronic map in real time, the driver is prompted to drive towards the target charging station and the target location.

[0075] Through the above steps, this application embodiment determines the target charging station for the vehicle to be charged based on multiple parameters, so that the selected target charging station has better accessibility and availability, which can improve the user's experience of using electric vehicles.

[0076] Compared to existing charging station selection methods that typically only consider single factors such as distance or charging time, which cannot meet the multi-objective optimization needs in complex scenarios and lead to problems such as task delays and resource waste, the method described in this application is a charging station selection method that comprehensively considers multiple factors such as task target location, charging pile location, vehicle battery level, and charging time. It intelligently selects the optimal charging station to ensure that the vehicle completes the task efficiently, thereby improving vehicle operating efficiency and task completion rate.

[0077] The methods described in this application embodiment can be applied to scenarios such as park roads and municipal public roads. Taking park roads as an example, this application embodiment can further develop and design a digital twin system to support real-time visualization and interactive operation of cloud scheduling algorithms, park roads, and energy consumption data, enabling intuitive monitoring and management of energy and traffic conditions within the park. By establishing a digital model of the park, vehicle status information is uploaded to a cloud server to create a digital twin model of the physical vehicles, and the vehicle's planned trajectory is displayed in real time for observation. In addition, the digital twin system in this application embodiment also supports the display and analysis of park energy usage, showing the composition of energy, charging pile usage, and vehicle operation status in various charts.

[0078] Before step 11 above, this embodiment of the application can obtain the current charging threshold and current remaining battery power of at least one vehicle's battery; then, based on the battery status information of each vehicle, vehicles with current remaining battery power less than the current charging threshold are identified as vehicles to be charged. Then, steps 11-14 above are executed to schedule the vehicles to be charged to the target charging station for charging.

[0079] In one implementation, the scheduling system can identify vehicles to be charged based on the current remaining battery power and charging threshold of each vehicle. For example, it can obtain the current charging threshold and current remaining battery power of at least one vehicle battery. Then, vehicles with current remaining battery power less than the current charging threshold are identified as vehicles to be charged.

[0080] As another implementation method, each vehicle can obtain its current remaining power and charging threshold, determine whether it needs to be charged based on the current remaining power and charging threshold, and send a scheduling request to the scheduling system when charging is required. In this case, the vehicle that sends the scheduling request is the vehicle to be charged.

[0081] In existing technologies, electric vehicles typically have a default charging threshold set at the factory. When the remaining battery power falls below this threshold, the user is prompted to charge. However, this default charging threshold is usually a fixed value and difficult to adapt to real-world traffic conditions. For example, in congested traffic, vehicles are prone to prolonged inefficient discharge. This can lead to insufficient remaining power to reach a charging station, causing range anxiety for the user, and can also result in over-discharge, causing irreversible damage to battery life and driving range.

[0082] To address the above issues, this application also provides a method for dynamically setting charging thresholds. By comprehensively considering the vehicle's task, current traffic conditions, battery status, and energy consumption, a spatiotemporal inference model is used to adjust the charging thresholds and optimize the charging strategy of electric vehicles. This can reduce or avoid vehicle battery depletion, ensure battery lifespan, reduce inefficient power loss, and improve the driving experience of electric vehicles.

[0083] Specifically, the method for obtaining the current charging threshold of the vehicle battery includes the following steps:

[0084] Step 21: Based on the traffic flow data of the road network over a historical period prior to the current time, predict the predicted speed of each vehicle in the current road segment, the preceding road segment, and the following road segment. The preceding road segment is the road segment connected to the beginning of the current road segment, and the following road segment is the road segment connected to the end of the current road segment.

[0085] Here, road network information can be obtained based on map information, such as the position of the centerline of each road segment, the orientation of the road segment (i.e., the direction of vehicle travel on the road segment), and the topological relationship between each road segment. For example, if the starting end of the first road segment is connected to the second road segment, then the second road segment is the preceding road segment of the first road segment, and the first road segment is the succeeding road segment of the second road segment. Embodiments of this application can employ models or algorithms such as LSTM (Long Short-Term Memory)-based temporal traffic flow prediction to capture the temporal characteristics of traffic flow. For example, by inputting the past hour's road segment traffic flow data into the model, the predicted vehicle speed of each road segment for the next 15 minutes can be output.

[0086]

[0087] Where v k The predicted speed for road segment k. Traffic flow data for the road network over the past 60 minutes.

[0088] Step 22: For each vehicle, determine the current charging threshold of the vehicle battery according to the following steps 221-222:

[0089] Step 221: Determine whether the traffic conditions of each road segment are congested or unobstructed based on whether the predicted speed of the current road segment, the preceding road segment, and the following road segment where the vehicle is located is greater than or equal to the speed threshold corresponding to the current road segment.

[0090] For example, the following formula can be used to determine whether road segment k is a congested or uncongested road segment:

[0091]

[0092] Here, v th The speed threshold (referencing average speed) for road segment k can be set individually for different road segments. k A value of 1 indicates that road segment k is a congested road segment. While marking the traffic conditions of road segment k, a predecessor-successor query relationship for road segment k is established. If the current road segment k has multiple predecessor road segments, an average predicted speed is calculated based on the predicted speeds of these multiple predecessor road segments. Then, based on whether the average predicted speed is greater than or equal to the speed threshold corresponding to the current road segment, the traffic conditions of the predecessor road segments of the current road segment are determined to be either congested or uncongested.

[0093] For example, when there are 3 front-wheel drive sections in the current road segment, an average predicted speed is calculated based on the predicted speeds of these 3 front-wheel drive sections, and compared with the speed threshold of the current road segment. If the average predicted speed is greater than or equal to the speed threshold of the current road segment, the front-wheel drive section of the current road segment is determined to be a smooth road segment; otherwise, the front-wheel drive section of the current road segment is determined to be a congested road segment.

[0094] Similarly, if the current road segment k has multiple successor road segments, an average predicted speed is calculated based on the predicted speeds of the multiple successor road segments. Then, the traffic situation of the successor road segments of the current road segment is determined to be a congested road segment or a smooth road segment based on whether the average predicted speed is greater than or equal to the speed threshold corresponding to the current road segment.

[0095] Step 222: Based on the traffic conditions of the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located, adjust the factory value of the charging threshold of the vehicle battery to obtain the current charging threshold of the vehicle battery.

[0096] Specifically, if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are all unobstructed road segments, or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are unobstructed road segments, congested road segments, and unobstructed road segments respectively, the factory value of the charging threshold of the vehicle battery is used as the current charging threshold of the vehicle battery.

[0097] If the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a smooth road segment, a smooth road segment, and a congested road segment, or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a congested road segment, a congested road segment, and a smooth road segment, then the current charging threshold of the vehicle battery is obtained by subtracting the first adjustment amount from the factory value of the charging threshold of the vehicle battery.

[0098] If the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a smooth road segment, a congested road segment, and a congested road segment; or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a congested road segment, a smooth road segment, and a smooth road segment; or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a congested road segment, a smooth road segment, and a congested road segment; or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are all congested road segments, then the factory value of the charging threshold of the vehicle battery is added to a second adjustment amount to obtain the current charging threshold of the vehicle battery.

[0099] The first or second adjustment amount can be a preset fixed adjustment amount, such as 10%, 15%, or 20%. The first or second adjustment amount can also be determined as follows: determine the number of congested road segments in the current road segment, the preceding road segment, and the subsequent road segment where the vehicle is located; according to a preset weighting coefficient, perform a weighted summation of the number of congested road segments in the current road segment, the preceding road segment, and the subsequent road segment where the vehicle is located to obtain the first or second adjustment amount. Specifically, it can be expressed by the following formula:

[0100]

[0101] Where ΔE represents the first adjustment amount or the second adjustment amount, and represents the adjustment amount of SOC; Predecessor(·) represents all preceding road segments of the current road segment k; Successor(·) represents all succeeding road segments of the current road segment k; w pre ,w cur ,w suc These are the coefficients corresponding to the preceding, current, and succeeding road segments, representing the degree of influence of different types of road segments (such as preceding, current, and succeeding road segments). The specific values ​​can be set according to the importance of each type of road segment; for example, the higher the importance, the larger the coefficient value. i This indicates whether the preceding road segment i is a congested segment, where a value of 1 indicates a congested segment, and a value of 0 indicates otherwise. Similarly, I... k Indicates whether the current road segment k is a congested road segment, I j This indicates whether the subsequent road segment j is a congested road segment. The value is 1 for congestion and 0 for smooth traffic.

[0102] The above charging threshold adjustment strategy can be represented by Table 1. In Table 1, front-wheel drive, current, and successor represent front-wheel drive road segments, current road segments, and successor road segments, respectively; the recommended charging threshold for battery SOC refers to the factory value of the charging threshold for the vehicle battery.

[0103] Table 1

[0104]

[0105]

[0106] As can be seen from the above charging strategy, the embodiments of this application consider factors such as the traffic conditions of the preceding road segment (because the traffic flow of the preceding road segment will merge into the current road segment, which will have a certain impact on the traffic conditions of the current road segment), the traffic conditions of the current road segment, and the traffic conditions of the subsequent road segments, to dynamically adjust the current charging threshold of the vehicle battery. In this way, a more reasonable charging threshold is set according to the traffic conditions, the charging strategy of electric vehicles is optimized, thereby reducing or avoiding vehicle battery depletion, ensuring battery life, reducing inefficient power loss, and improving the driving experience of electric vehicles.

[0107] Please refer to Figure 2 The present application provides a structure for a vehicle charging scheduling system, comprising:

[0108] The first acquisition module 201 is used to acquire the current remaining power, full charge capacity, current location, planned destination location, and vehicle energy consumption rate of the vehicle to be charged.

[0109] The second acquisition module 202 is used to acquire charging station information, which includes the location of at least one charging station, the charging rate of the charging piles of the charging station, the total number of charging piles of the charging station, the number of charging piles that have been used at the charging station, and the electricity price.

[0110] The rating calculation module 203 is used to calculate the rating of each charging station based on multiple parameters, including at least two of the following: a first distance, a second distance, charging time, the congestion level of the charging station, and electricity price. The first distance and the second distance are respectively the first distance corresponding to the first path from the current location of the vehicle to be charged to the charging station, and the second distance corresponding to the second path from the charging station to the target location. The charging time is calculated based on the total electrical energy and the charging rate of the charging piles at the charging station. The total electrical energy includes the electrical energy required to charge from the current remaining power to a full charge and the electrical energy consumed by the vehicle to be charged while traveling the first and second distances. The congestion level of the charging station is the proportion of the number of used charging piles in the charging station.

[0111] The vehicle dispatching module 204 is used to select the charging station with the best score as the target charging station and dispatch the vehicle to be charged to the target charging station for charging.

[0112] Optionally, the above scheduling system may also include:

[0113] The vehicle screening module is used to obtain the current charging threshold and current remaining battery power of at least one vehicle's battery; vehicles with current remaining battery power less than the current charging threshold are identified as vehicles to be charged.

[0114] Optionally, the vehicle screening module is further configured to:

[0115] Based on traffic flow data of the road network from a historical period prior to the current time, predict the predicted speed of each vehicle in the current road segment, the preceding road segment, and the following road segment. The preceding road segment is the road segment connected to the beginning of the current road segment, and the following road segment is the road segment connected to the end of the current road segment.

[0116] For each vehicle, the current charging threshold of the vehicle battery is determined according to the following steps: based on whether the predicted speed of the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located is greater than or equal to the speed threshold corresponding to the current road segment, the traffic situation of each road segment is determined to be a congested road segment or a smooth road segment; based on the traffic situation of the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located, the factory value of the charging threshold of the vehicle battery is adjusted to obtain the current charging threshold of the vehicle battery.

[0117] Optionally, the vehicle screening module obtains the current charging threshold of the vehicle battery by at least one of the following:

[0118] If the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are all unobstructed road segments, or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are unobstructed road segments, congested road segments, and unobstructed road segments respectively, the factory value of the charging threshold of the vehicle battery is used as the current charging threshold of the vehicle battery.

[0119] If the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a smooth road segment, a smooth road segment, and a congested road segment, or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a congested road segment, a congested road segment, and a smooth road segment, then the current charging threshold of the vehicle battery is obtained by subtracting the first adjustment amount from the factory value of the charging threshold of the vehicle battery.

[0120] If the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a smooth road segment, a congested road segment, and a congested road segment; or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a congested road segment, a smooth road segment, and a smooth road segment; or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a congested road segment, a smooth road segment, and a congested road segment; or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are all congested road segments, then the factory value of the charging threshold of the vehicle battery is added to a second adjustment amount to obtain the current charging threshold of the vehicle battery.

[0121] Optionally, the vehicle screening module is further configured to determine the first adjustment amount or the second adjustment amount in the following manner:

[0122] Determine the number of congested road segments in the current road segment, the preceding road segment, and the subsequent road segment where the vehicle is located;

[0123] Based on preset weighting coefficients, the number of congested road segments in the current road segment, the preceding road segment, and the subsequent road segment where the vehicle is located is weighted and summed to obtain the first adjustment amount or the second adjustment amount.

[0124] Optionally, the vehicle scheduling module is further configured to send the location of the target charging station, the first path, and the second path to the vehicle to be charged, so as to guide the vehicle to be charged to the target charging station according to the first path and to the target location according to the second path.

[0125] It should be noted that the systems provided in the above embodiments are devices corresponding to the vehicle charging scheduling method described above. The implementation methods in the above embodiments are all applicable to the embodiments of this device and can achieve the same technical effect. The device provided in this application can implement all the method steps implemented in the above method embodiments and can achieve the same technical effect. Here, the parts that are the same as those in the method embodiments and the beneficial effects will not be described in detail.

[0126] Please refer to Figure 3 This application provides a schematic diagram of another vehicle charging scheduling system. The device includes: a processor 1101, a transceiver 1102, a memory 1103, a user interface 1104, and a bus interface.

[0127] In this embodiment of the application, the device further includes a program stored on memory 1103 and executable on processor 1101.

[0128] The transceiver 1102 is used to send and receive data under the control of the processor;

[0129] The processor 1101 is used to read the computer program in the memory and perform the following operations:

[0130] Obtain the current remaining battery power, full charge capacity, current location, planned destination, and vehicle energy consumption rate of the vehicle to be charged;

[0131] Obtain charging station information, which includes the location of at least one charging station, the charging rate of the charging piles at the charging station, the total number of charging piles at the charging station, the number of charging piles already in use at the charging station, and the electricity price.

[0132] Each charging station is rated based on multiple parameters, including at least two of the following: a first distance, a second distance, charging time, charging station congestion level, and electricity price. The first distance and the second distance are respectively the first distance corresponding to the first path from the current location of the vehicle to the charging station, and the second distance corresponding to the second path from the charging station to the target location. The charging time is calculated based on the total electrical energy and the charging rate of the charging piles at the charging station. The total electrical energy includes the electrical energy required to charge from the current remaining power to a full charge, and the electrical energy consumed by the vehicle traveling the first and second distances. The charging station congestion level is the proportion of the number of used charging piles within the charging station.

[0133] The charging station with the best score is selected as the target charging station, and the vehicles to be charged are dispatched to the target charging station for charging.

[0134] Understandably, in this embodiment of the application, when the computer program is executed by the processor 1101, it can implement the various processes of the above-described vehicle charging scheduling method embodiment and achieve the same technical effect. To avoid repetition, it will not be described again here.

[0135] exist Figure 3 In this context, the bus architecture can include any number of interconnected buses and bridges, specifically linking various circuits together, represented by one or more processors (processor 1101) and memory (memory 1103). The bus architecture can also link various other circuits such as peripheral devices, voltage regulators, and power management circuits, which are well known in the art and therefore will not be described further herein. The bus interface provides an interface. The transceiver 1102 can be multiple elements, including transmitters and receivers, providing a unit for communicating with various other devices over a transmission medium. For different user equipment, the user interface 1104 can also be an interface capable of connecting external or internal devices, including but not limited to keypads, displays, speakers, microphones, joysticks, etc.

[0136] The processor 1101 is responsible for managing the bus architecture and general processing, and the memory 1103 can store the data used by the processor 1101 when performing operations.

[0137] It should be noted that the device in this embodiment corresponds to the vehicle charging scheduling method described above. The implementation methods in the above embodiments are all applicable to this device embodiment and can achieve the same technical effect. In this device, the transceiver 1102 and memory 1103, as well as the transceiver 1102 and processor 1101, can be connected via a bus interface. The functions of the processor 1101 can also be implemented by the transceiver 1102, and vice versa. It should be noted that the device provided in this application embodiment can implement all the method steps implemented in the above method embodiments and achieve the same technical effect. Therefore, the parts and beneficial effects that are the same as those in the method embodiments will not be described in detail here.

[0138] In some embodiments of this application, a computer-readable storage medium is also provided, on which a program is stored, which, when executed by a processor, performs the following steps:

[0139] Obtain the current remaining battery power, full charge capacity, current location, planned destination, and vehicle energy consumption rate of the vehicle to be charged;

[0140] Obtain charging station information, which includes the location of at least one charging station, the charging rate of the charging piles at the charging station, the total number of charging piles at the charging station, the number of charging piles already in use at the charging station, and the electricity price.

[0141] Each charging station is rated based on multiple parameters, including at least two of the following: a first distance, a second distance, charging time, charging station congestion level, and electricity price. The first distance and the second distance are respectively the first distance corresponding to the first path from the current location of the vehicle to the charging station, and the second distance corresponding to the second path from the charging station to the target location. The charging time is calculated based on the total electrical energy and the charging rate of the charging piles at the charging station. The total electrical energy includes the electrical energy required to charge from the current remaining power to a full charge, and the electrical energy consumed by the vehicle traveling the first and second distances. The charging station congestion level is the proportion of the number of used charging piles within the charging station.

[0142] The charging station with the best score is selected as the target charging station, and the vehicles to be charged are dispatched to the target charging station for charging.

[0143] When executed by the processor, this program can implement all the above-mentioned vehicle charging scheduling methods and achieve the same technical effect. To avoid repetition, it will not be described again here.

[0144] This application also provides a computer program product, including computer instructions. When the computer instructions are executed by a processor, they implement the various processes of the above-described vehicle charging scheduling method embodiment and achieve the same technical effect. To avoid repetition, they will not be described again here.

[0145] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0146] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0147] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative. For instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0148] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of the embodiments of this application, depending on actual needs.

[0149] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0150] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0151] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for scheduling vehicle charging, characterized in that, include: Obtain the current remaining battery power, full charge capacity, current location, planned destination, and vehicle energy consumption rate of the vehicle to be charged; Obtain charging station information, which includes the location of at least one charging station, the charging rate of the charging piles at the charging station, the total number of charging piles at the charging station, the number of charging piles already in use at the charging station, and the electricity price. Each charging station is rated based on multiple parameters, including at least two of the following: a first distance, a second distance, charging time, charging station congestion level, and electricity price. The first distance and the second distance are respectively the first distance corresponding to the first path from the current location of the vehicle to the charging station, and the second distance corresponding to the second path from the charging station to the target location. The charging time is calculated based on the total electrical energy and the charging rate of the charging piles at the charging station. The total electrical energy includes the electrical energy required to charge from the current remaining power to a full charge, and the electrical energy consumed by the vehicle traveling the first and second distances. The charging station congestion level is the proportion of the number of used charging piles within the charging station. The charging station with the best score is selected as the target charging station, and the vehicles to be charged are dispatched to the target charging station for charging.

2. The method as described in claim 1, characterized in that, Also includes: Obtain the current charging threshold and current remaining battery power of at least one vehicle's battery; Vehicles with remaining battery power less than the current charging threshold are identified as vehicles awaiting charging.

3. The method as described in claim 2, characterized in that, Obtaining the current charging threshold of the vehicle battery includes: Based on traffic flow data of the road network from a historical period prior to the current time, predict the predicted speed of each vehicle in the current road segment, the preceding road segment, and the following road segment. The preceding road segment is the road segment connected to the beginning of the current road segment, and the following road segment is the road segment connected to the end of the current road segment. For each vehicle, the current charging threshold of the vehicle battery is determined according to the following steps: based on whether the predicted speed of the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located is greater than or equal to the speed threshold corresponding to the current road segment, the traffic situation of each road segment is determined to be a congested road segment or a smooth road segment; based on the traffic situation of the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located, the factory value of the charging threshold of the vehicle battery is adjusted to obtain the current charging threshold of the vehicle battery.

4. The method as described in claim 3, characterized in that, Based on the traffic conditions of the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located, the factory setting of the vehicle battery charging threshold is adjusted to obtain the current charging threshold of the vehicle battery, including at least one of the following: If the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are all unobstructed road segments, or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are unobstructed road segments, congested road segments, and unobstructed road segments respectively, the factory value of the charging threshold of the vehicle battery is used as the current charging threshold of the vehicle battery. If the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a smooth road segment, a smooth road segment, and a congested road segment, or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a congested road segment, a congested road segment, and a smooth road segment, then the current charging threshold of the vehicle battery is obtained by subtracting the first adjustment amount from the factory value of the charging threshold of the vehicle battery. If the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a smooth road segment, a congested road segment, and a congested road segment; or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a congested road segment, a smooth road segment, and a smooth road segment; or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a congested road segment, a smooth road segment, and a congested road segment; or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are all congested road segments, then the factory value of the charging threshold of the vehicle battery is added to a second adjustment amount to obtain the current charging threshold of the vehicle battery.

5. The method as described in claim 4, characterized in that, The first adjustment amount or the second adjustment amount is determined in the following manner: Determine the number of congested road segments in the current road segment, the preceding road segment, and the subsequent road segment where the vehicle is located; Based on preset weighting coefficients, the number of congested road segments in the current road segment, the preceding road segment, and the subsequent road segment where the vehicle is located is weighted and summed to obtain the first adjustment amount or the second adjustment amount.

6. The method as described in claim 1, characterized in that, Dispatching the vehicle to be charged to the target charging station for charging includes: The location of the target charging station, the first path, and the second path are sent to the vehicle to be charged to guide the vehicle to the target charging station along the first path and to the target location along the second path.

7. A vehicle charging scheduling system, characterized in that, include: The first acquisition module is used to acquire the current remaining battery power, full charge capacity, current location, planned destination location, and vehicle energy consumption rate of the vehicle to be charged. The second acquisition module is used to acquire charging station information, which includes the location of at least one charging station, the charging rate of the charging piles of the charging station, the total number of charging piles of the charging station, the number of charging piles that have been used at the charging station, and the electricity price. The rating calculation module is used to calculate the rating of each charging station based on multiple parameters, including at least two of the following: a first distance, a second distance, charging time, charging station congestion level, and electricity price. The first distance and the second distance are respectively the first distance corresponding to the first path from the current location of the vehicle to the charging station and the second distance corresponding to the second path from the charging station to the target location. The charging time is calculated based on the total electrical energy and the charging rate of the charging piles at the charging station. The total electrical energy includes the electrical energy required to charge from the current remaining power to a full charge and the electrical energy consumed by the vehicle traveling the first and second distances. The charging station congestion level is the proportion of the number of used charging piles in the charging station. The vehicle dispatching module is used to select the charging station with the best score as the target charging station and dispatch the vehicle to be charged to the target charging station for charging.

8. The system as described in claim 7, characterized in that, Also includes: The vehicle screening module is used to obtain the current charging threshold and current remaining battery power of at least one vehicle. Vehicles with remaining battery power less than the current charging threshold are identified as vehicles awaiting charging.

9. The system as described in claim 8, characterized in that, The vehicle screening module is also used for: Based on traffic flow data of the road network from a historical period prior to the current time, predict the predicted speed of each vehicle in the current road segment, the preceding road segment, and the following road segment. The preceding road segment is the road segment connected to the beginning of the current road segment, and the following road segment is the road segment connected to the end of the current road segment. For each vehicle, the current charging threshold of the vehicle battery is determined according to the following steps: based on whether the predicted speed of the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located is greater than or equal to the speed threshold corresponding to the current road segment, the traffic situation of each road segment is determined to be a congested road segment or a smooth road segment; based on the traffic situation of the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located, the factory value of the charging threshold of the vehicle battery is adjusted to obtain the current charging threshold of the vehicle battery.

10. The system as described in claim 9, characterized in that, The vehicle screening module obtains the current charging threshold of the vehicle battery, including at least one of the following: If the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are all unobstructed road segments, or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are unobstructed road segments, congested road segments, and unobstructed road segments respectively, the factory value of the charging threshold of the vehicle battery is used as the current charging threshold of the vehicle battery. If the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a smooth road segment, a smooth road segment, and a congested road segment, or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a congested road segment, a congested road segment, and a smooth road segment, then the current charging threshold of the vehicle battery is obtained by subtracting the first adjustment amount from the factory value of the charging threshold of the vehicle battery. If the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a smooth road segment, a congested road segment, and a congested road segment; or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a congested road segment, a smooth road segment, and a smooth road segment; or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are respectively a congested road segment, a smooth road segment, and a congested road segment; or if the current road segment, the front-wheel drive road segment, and the subsequent road segment where the vehicle is located are all congested road segments, then the factory value of the charging threshold of the vehicle battery is added to a second adjustment amount to obtain the current charging threshold of the vehicle battery.

11. A computer program product, characterized in that, Includes computer instructions that, when executed by a processor, implement the steps of the method as described in any one of claims 1 to 6.

Images