Battery swapping station recommendation method, device, equipment and system

Abstract

The application relates to a battery swap station recommendation method, device, equipment and system, wherein the method comprises the following steps: receiving battery swap event information of a vehicle; the battery swap event information comprises a first target battery swap station to be currently arrived at by the vehicle and a real-time motion state of the vehicle; a first real-time operation state of the first target battery swap station is acquired, and it is judged whether the first target battery swap station is abnormal according to the first real-time operation state; when the first target battery swap station is abnormal, a plurality of candidate battery swap stations around the vehicle are determined, and a second real-time operation state of each candidate battery swap station is acquired; according to the real-time motion state and the second real-time operation state of each candidate battery swap station, a second target battery swap station is determined from the plurality of candidate battery swap stations, and the destination of the vehicle is changed from the first target battery swap station to the second target battery swap station. In this way, a suitable battery swap station is accurately recommended for a user.

Description

Technical Field

[0001] This application relates to the field of battery swapping technology, and in particular to a recommended method, apparatus, equipment and system for battery swapping stations. Background Technology

[0002] With the rapid growth of global demand for new energy vehicles, battery swapping, as a fast energy replenishment method that differs from traditional charging piles, can complete energy replenishment within minutes by directly replacing the vehicle's power battery pack, significantly shortening the replenishment time and effectively alleviating users' range anxiety.

[0003] Currently, when users drive electric vehicles to battery swapping stations, they typically rely on in-vehicle navigation systems or mobile navigation apps to plan their routes and receive real-time navigation guidance during the journey. However, existing navigation systems primarily plan and dynamically adjust routes based on road traffic conditions, and cannot accurately recommend suitable battery swapping stations for users.

[0004] There is currently no effective solution to the problem that related technologies cannot accurately recommend suitable battery swapping stations to users. Summary of the Invention

[0005] This embodiment provides a method, apparatus, equipment, and system for recommending battery swapping stations, aiming to accurately recommend suitable battery swapping stations to users.

[0006] Firstly, this embodiment provides a method for recommending battery swapping stations, the method comprising:

[0007] Receive vehicle battery swapping event information; wherein, the battery swapping event information includes the first target battery swapping station that the vehicle is currently heading to, and the real-time movement status of the vehicle;

[0008] Obtain the first real-time operating status of the first target battery swapping station, and determine whether there is any abnormality in the first target battery swapping station based on the first real-time operating status;

[0009] When the first target battery swapping station is abnormal, multiple candidate battery swapping stations around the vehicle are identified, and the second real-time operating status of each candidate battery swapping station is obtained.

[0010] Based on the real-time motion status and the second real-time operating status of each candidate battery swapping station, a second target battery swapping station is determined from the plurality of candidate battery swapping stations, and the vehicle is instructed to change its destination from the first target battery swapping station to the second target battery swapping station.

[0011] Secondly, this embodiment provides a battery swapping station recommendation device, which includes:

[0012] A receiving module is used to receive battery swapping event information of the vehicle; wherein, the battery swapping event information includes the first target battery swapping station that the vehicle is currently heading to, and the real-time movement status of the vehicle;

[0013] The judgment module is used to obtain the first real-time operating status of the first target battery swapping station and determine whether there is any abnormality in the first target battery swapping station based on the first real-time operating status.

[0014] The processing module is used to determine multiple candidate battery swapping stations around the vehicle when there is an anomaly at the first target battery swapping station, and to obtain the second real-time operating status of each candidate battery swapping station.

[0015] The recommendation module is used to determine a second target battery swapping station from the plurality of candidate battery swapping stations based on the real-time motion status and the second real-time operation status of each candidate battery swapping station, and instruct the vehicle to change its destination from the first target battery swapping station to the second target battery swapping station.

[0016] Thirdly, this embodiment provides a battery swapping station recommendation device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the battery swapping station recommendation method described in the first aspect above.

[0017] Fourthly, this embodiment provides a battery swapping station recommendation system, which includes vehicles and battery swapping station recommendation equipment; wherein...

[0018] The vehicle is used to send battery swapping event information to the battery swapping station recommendation device; wherein, the battery swapping event information includes the first target battery swapping station that the vehicle is currently heading to, and the real-time movement status of the vehicle;

[0019] The battery swapping station recommendation device is used to obtain the first real-time operating status of the first target battery swapping station when it receives the battery swapping event information of the vehicle, and to determine whether there is any abnormality in the first target battery swapping station based on the first real-time operating status.

[0020] The battery swapping station recommendation device is also used to determine multiple candidate battery swapping stations around the vehicle when the first target battery swapping station is abnormal, and to obtain the second real-time operating status of each candidate battery swapping station.

[0021] The battery swapping station recommendation device is also used to determine a second target battery swapping station from the plurality of candidate battery swapping stations based on the real-time motion status and the second real-time operating status of each candidate battery swapping station, and instruct the vehicle to change its destination from the first target battery swapping station to the second target battery swapping station.

[0022] Compared with related technologies, the battery swapping station recommendation method, apparatus, equipment, and system provided in this embodiment include: receiving battery swapping event information from a vehicle; wherein the battery swapping event information includes a first target battery swapping station that the vehicle is currently heading to, and the vehicle's real-time movement status; acquiring a first real-time operating status of the first target battery swapping station, and determining whether the first target battery swapping station is abnormal based on the first real-time operating status; when the first target battery swapping station is abnormal, identifying multiple candidate battery swapping stations around the vehicle, and acquiring a second real-time operating status of each candidate battery swapping station; based on the real-time movement status and the second real-time operating status of each candidate battery swapping station, determining a second target battery swapping station from the multiple candidate battery swapping stations, and instructing the vehicle to change its destination from the first target battery swapping station to the second target battery swapping station. In this way, by combining the vehicle's real-time movement status with the real-time operating status of the battery swapping station, destination correction is automatically triggered when an abnormality is detected in the original target battery swapping station, enabling the vehicle to avoid abnormal stations in advance during the journey, preventing users from being unable to swap batteries normally upon arrival at the station, and accurately recommending suitable battery swapping stations to users based on the dynamic service capabilities of the battery swapping stations.

[0023] Details of one or more embodiments of this application are set forth in the following drawings and description to make other features, objects and advantages of this application more readily apparent. Attached Figure Description

[0024] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0025] Figure 1 This is a flowchart of Embodiment 1 of the method for recommending battery swapping stations provided in this application;

[0026] Figure 2 This is a flowchart of Embodiment 2 of the method for recommending battery swapping stations provided in this application;

[0027] Figure 3 This is a flowchart of Embodiment 3 of the method for recommending battery swapping stations provided in this application;

[0028] Figure 4 This is a flowchart of Embodiment 4 of the method for recommending battery swapping stations provided in this application;

[0029] Figure 5 This is a flowchart of Embodiment 5 of the method for recommending battery swapping stations provided in this application;

[0030] Figure 6 This is a flowchart of Embodiment Six of the Battery Swapping Station Recommendation Method provided in this application;

[0031] Figure 7This is a flowchart of Embodiment Seven of the Method for Recommending Battery Swapping Stations provided in this application;

[0032] Figure 8 This is a flowchart of Embodiment 8 of the method for recommending battery swapping stations provided in this application;

[0033] Figure 9 This is a structural block diagram of the recommended battery swapping station device provided in this application;

[0034] Figure 10 This is a structural block diagram of the battery swapping station recommendation system provided in this application. Detailed Implementation

[0035] To better understand the purpose, technical solution, and advantages of this application, the application is described and illustrated below in conjunction with the accompanying drawings and embodiments.

[0036] Unless otherwise defined, the technical or scientific terms used in this application shall have the general meaning understood by one of ordinary skill in the art to which this application pertains. Words such as “a,” “an,” “an,” “the,” “the,” and “these” used in this application do not indicate quantitative limitation and may be singular or plural. The terms “comprising,” “including,” “having,” and any variations thereof used in this application are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or device that comprises a series of steps or modules (units) is not limited to the listed steps or modules (units) but may include steps or modules (units) not listed, or may include other steps or modules (units) inherent to these processes, methods, products, or devices. Words such as “connected,” “linked,” and “coupled” used in this application are not limited to physical or mechanical connections but may include electrical connections, whether direct or indirect. “Multiple” used in this application refers to two or more. “And / or” describes the relationship between related objects, indicating that three relationships may exist; for example, “A and / or B” can represent: A alone, A and B simultaneously, and B alone. Normally, the character " / " indicates that the objects before and after it are in an "or" relationship. The terms "first," "second," "third," etc., used in this application are merely to distinguish similar objects and do not represent a specific order of objects.

[0037] The following specific embodiments are given to illustrate the technical solution of this application in detail.

[0038] Figure 1 This is a flowchart of an embodiment of the recommended method for battery swapping stations provided in this application. Please refer to... Figure 1 The method provided in this embodiment may include the following steps:

[0039] Step S101: Receive battery swapping event information of the vehicle; wherein, the battery swapping event information includes the first target battery swapping station that the vehicle is currently heading to, and the real-time movement status of the vehicle.

[0040] Specifically, the system receives battery swapping event information reported by vehicles in advance. This information includes the vehicle's current destination to the first target battery swapping station and the vehicle's real-time movement status. The first target battery swapping station is the original destination set by the user in the vehicle via a navigation application at the time of departure. The vehicle's real-time movement status includes at least its current location, remaining battery percentage, speed, and direction.

[0041] In practical applications, this step can be proactively triggered by the vehicle terminal when the user sets a battery swapping station as the navigation destination and initiates navigation, or it can be automatically triggered by the system when the vehicle is traveling and the navigation destination is a battery swapping station and there is still a preset distance to the station. Furthermore, during the vehicle's journey to the battery swapping station, battery swapping event information can be continuously monitored. For example, the vehicle can periodically report its real-time location and remaining battery power at preset time intervals.

[0042] Step S102: Obtain the first real-time operating status of the first target battery swapping station, and determine whether there is any abnormality in the first target battery swapping station based on the first real-time operating status.

[0043] Specifically, the system monitors the operational status of each battery swapping station in real time. Upon receiving battery swapping event information from a vehicle, it retrieves the first real-time operational status of the first target battery swapping station from the event information. This first real-time operational status includes the station's on / off status (normal operation / temporary closure), the operational status of the battery swapping equipment (normal / fault shutdown), and the number of available fully charged batteries.

[0044] Furthermore, the system determines whether the first target battery swapping station is abnormal based on the first real-time operational status. For example, if the first real-time operational status indicates that the first target battery swapping station is currently temporarily closed, undergoing maintenance, or operating outside of business hours, it is determined that the first target battery swapping station is abnormal; otherwise, it indicates that there is no abnormality. As another example, if the number of currently available fully charged batteries in the first real-time operational status is zero, it is determined that the first target battery swapping station is abnormal; otherwise, it indicates that there is no abnormality.

[0045] Step S103: When the first target battery swapping station is abnormal, identify multiple candidate battery swapping stations around the vehicle and obtain the second real-time operating status of each candidate battery swapping station.

[0046] For example, in one embodiment, determining multiple candidate battery swapping stations around a vehicle includes: obtaining the current location of the vehicle from its real-time motion state, and determining the target geographical area to which the vehicle belongs based on the current location and the location range covered by preset different geographical areas; obtaining the first location of each first battery swapping station in the target geographical area, and determining the current distance between the vehicle and the first battery swapping station based on the current location and the first location for each first battery swapping station; and selecting multiple first battery swapping stations whose current distance from the vehicle is less than a preset distance threshold as multiple candidate battery swapping stations.

[0047] Specifically, the vehicle's current location is obtained from its real-time motion status, and the target geographical area to which the vehicle belongs is determined based on the current location and the location range covered by preset geographical areas. The preset geographical areas can be based on administrative divisions (such as cities, districts, and streets), grid divisions (such as dividing a city map into several equal-sized grids according to latitude and longitude), or divisions based on the service radius coverage area of ​​the battery swapping stations. Subsequently, the first location of each first battery swapping station in the target geographical area is obtained, and for each first battery swapping station, the current distance between the vehicle and the first location is calculated based on the current location and the first location. Then, multiple first battery swapping stations whose current distance from the vehicle is less than a preset distance threshold are selected as multiple candidate battery swapping stations.

[0048] In addition, based on the vehicle's current location, the map location service interface can be called to perform a search for nearby battery swapping stations with the current location as the center and a preset search radius (such as 5 kilometers or 10 kilometers), and all battery swapping stations within the search range can be obtained as multiple candidate battery swapping stations.

[0049] It should be noted that before selecting the second target battery swapping station in the above manner, it is necessary to first ensure that the candidate battery swapping station is in normal operating condition, that is, the candidate battery swapping station is currently in operation, the battery swapping equipment is operating normally, and it can provide battery swapping services normally.

[0050] After identifying multiple candidate battery swapping stations, the second real-time operational status of each candidate station is obtained. This second real-time operational status includes at least the location of the candidate station, the number of currently available fully charged batteries, and the number of vehicles currently in the queue.

[0051] If no candidate battery swapping stations are found after the above screening, it means that there are no available battery swapping stations within the preset range of the vehicle's current location. A prompt message can be generated and sent to the vehicle to inform the user that there are no available battery swapping stations in the current area and to suggest going to a charging station or contacting roadside assistance.

[0052] It should be understood that if there is no abnormality at the first target battery swapping station, the subsequent correction process will not be triggered, and the vehicle can continue to drive to the first target battery swapping station according to the original navigation route.

[0053] Step S104: Based on the real-time motion status and the second real-time operation status of each candidate battery swapping station, determine the second target battery swapping station from multiple candidate battery swapping stations, and instruct the vehicle to change its destination from the first target battery swapping station to the second target battery swapping station.

[0054] In practical implementation, for each candidate battery swapping station, its location can be obtained from the second real-time operational status. Based on the current location and the location of the candidate station, the navigation distance for the vehicle to travel to that candidate station can be determined, and the candidate station with the shortest navigation distance can be selected as the second target battery swapping station. Alternatively, for each candidate station, the number of available fully charged batteries can be obtained from the second real-time operational status, and the candidate station with the most available fully charged batteries can be selected as the second target battery swapping station.

[0055] After the second target battery swapping station is determined, a destination change instruction is generated based on the second target battery swapping station and sent to the vehicle to instruct the vehicle to change the navigation destination from the first target battery swapping station to the second target battery swapping station.

[0056] The battery swapping station recommendation method provided in this embodiment receives vehicle battery swapping event information in advance. This information includes the vehicle's current destination as a first target battery swapping station and the vehicle's real-time movement status. The method acquires the first real-time operational status of the first target battery swapping station and determines whether the station is abnormal based on this status. If the first target battery swapping station is abnormal, multiple candidate battery swapping stations around the vehicle are identified, and the second real-time operational status of each candidate station is acquired. Based on the real-time movement status and the second real-time operational status of each candidate station, a second target battery swapping station is determined from the multiple candidate stations, and the vehicle is instructed to change its destination from the first target station to the second target station. By combining the vehicle's real-time movement status with the real-time operational status of the battery swapping stations, destination correction is automatically triggered when an abnormality is detected at the original target station. This allows the vehicle to avoid abnormal stations in advance during its journey, preventing users from being unable to swap batteries properly upon arrival at the station. Furthermore, it accurately recommends suitable battery swapping stations to users based on the dynamic service capabilities of the stations.

[0057] Meanwhile, by automatically triggering destination correction when an anomaly is detected in the original target battery swapping station, it can not only achieve seamless switching of battery swapping station navigation and avoid safety hazards caused by drivers manually searching, comparing and resetting the destination while driving, but also effectively divert traffic from congested stations to nearby available stations, balance the overall load of the battery swapping energy network, and improve the overall network's operational efficiency and service accessibility.

[0058] Figure 2 This is a flowchart of Embodiment 2 of the recommended method for battery swapping stations provided in this application. Please refer to... Figure 2Based on the above embodiments, determining whether the first target battery swapping station has any abnormalities according to the first real-time operating status includes:

[0059] Step S201: Based on the first real-time operating status, determine whether any target abnormal event has occurred at the first target battery swapping station; wherein, the target abnormal event includes the first target battery swapping station stopping providing battery swapping services, the number of currently available battery swapping batteries at the first target battery swapping station being zero, the estimated number of available battery swapping batteries at the first target battery swapping station when a vehicle arrives at the first target battery swapping station being zero, the first number of vehicles waiting for battery swapping at the first target battery swapping station being greater than a preset number threshold, and the maximum estimated waiting time for vehicles to swap batteries at the first target battery swapping station being greater than a preset time threshold.

[0060] Specifically, when the first real-time operation status indicates that the first target battery swapping station is currently in a state of temporary closure, maintenance shutdown, or non-business hours, or when the first real-time operation status indicates that the battery swapping equipment of the first target battery swapping station has malfunctioned and stopped or is under maintenance, it is determined that the first target battery swapping station has stopped providing battery swapping services, and at this time it is determined that the first target battery swapping station has experienced a target abnormal event.

[0061] When the first real-time operational status indicates that the number of currently available swappable batteries (e.g., fully charged batteries) at the first target swappable station is zero, a target anomaly event is determined to have occurred at the first target swappable station. When the number of currently available fully charged batteries at the first target swappable station is not zero, based on the number of vehicles currently queuing in the first real-time operational status, the historical swappable frequency of the first target swappable station (i.e., the number of swappable services that can be completed per unit time, which can be dynamically calculated based on the actual operational data of the swappable station over a period of time), and the estimated time for the vehicle to arrive at the first target swappable station, the estimated number of available swappable batteries at the first target swappable station when the vehicle arrives at the first target swappable station is calculated. If this estimated number is zero, a target anomaly event is determined to have occurred at the first target swappable station.

[0062] When the first real-time operational status indicates that the number of vehicles currently queuing for battery swapping at the first target battery swapping station exceeds a preset threshold (e.g., 5 vehicles), a target abnormal event is determined to have occurred at the first target battery swapping station. Furthermore, based on the number of vehicles currently queuing in the first real-time operational status and the average battery swapping time per station, the maximum estimated queuing time for a vehicle to continue to the first target battery swapping station can be determined. If this maximum estimated queuing time exceeds a preset time threshold (e.g., 15 minutes or 20 minutes), a target abnormal event is determined to have occurred at the first target battery swapping station.

[0063] Step S202: If no target abnormal event occurs at the first target battery swapping station, it is determined that there is no abnormality at the first target battery swapping station.

[0064] Specifically, if none of the aforementioned target anomaly events are triggered, it is determined that the first target battery swapping station is not experiencing any anomalies. In this case, it indicates that the first target battery swapping station can provide battery swapping services normally for vehicles at the current time and in the predicted future time, without triggering subsequent correction procedures. The vehicle can continue to travel to the first target battery swapping station according to the original navigation route. At the same time, monitoring of the operational status of the first target battery swapping station continues until the vehicle arrives at the first target battery swapping station or the current battery swapping event ends.

[0065] Step S203: When any target abnormal event occurs at the first target battery swapping station, determine that the first target battery swapping station is abnormal.

[0066] Specifically, when any one or more of the aforementioned target anomaly events are triggered, it is determined that the first target battery swapping station is abnormal. In this case, it indicates that the first target battery swapping station cannot provide battery swapping services for vehicles normally, and subsequent corrective procedures need to be triggered.

[0067] The method provided in this embodiment accurately determines whether the original target battery swapping station is malfunctioning by acquiring the real-time operational status of the swapping station and combining it with the real-time movement status of the vehicle. Then, it automatically triggers a correction when the original target battery swapping station malfunctions. In this way, it can avoid potential situations such as no battery available upon arrival or long waiting times for battery swapping before the user even departs or while traveling.

[0068] Figure 3 This is a flowchart of Embodiment 3 of the recommended method for battery swapping stations provided in this application. Please refer to... Figure 3 Based on the above embodiments, according to the real-time motion status and the second real-time operating status of each candidate battery swapping station, a second target battery swapping station is determined from multiple candidate battery swapping stations, including:

[0069] Step S301: Obtain the current position of the vehicle from the real-time motion status.

[0070] It should be noted that real-time motion status is a dynamic data set reported and continuously updated by the vehicle, which includes at least the vehicle's real-time location information (usually expressed in latitude and longitude coordinates).

[0071] Step S302: For each candidate battery swapping station, determine the battery swapping cost corresponding to the candidate battery swapping station based on the second real-time operating status of the candidate battery swapping station; wherein, the battery swapping cost is used to characterize the resource cost of dispatching the vehicle to the candidate battery swapping station for battery swapping and energy replenishment.

[0072] In practice, for example, for each candidate battery swapping station, the second location of the candidate station is obtained from its second real-time operational status. Based on the current location and the second location of the candidate station, the navigation distance for the vehicle to travel to the candidate station is determined, and this navigation distance is used as the battery swapping cost for that candidate station. According to this method, the shorter the navigation distance, the lower the battery swapping cost of the candidate station.

[0073] The navigation distance typically refers to the optimal path distance from the vehicle's current location to the candidate battery swapping station along the road network. Furthermore, the navigation distance can be calculated in real-time by the cloud platform using the map navigation engine's path planning interface.

[0074] It should be noted that the battery swapping cost is used to characterize the resource expenditure of dispatching a vehicle to a candidate battery swapping station for battery replenishment. Furthermore, the higher the battery swapping cost, the greater the overall cost for the vehicle to travel to that station for battery swapping.

[0075] Furthermore, it should be understood that the above-described method for calculating battery swapping costs based on navigation distance is merely an exemplary implementation. Those skilled in the art can flexibly choose the specific calculation method for battery swapping costs according to actual application scenarios and operational strategies; this embodiment does not impose specific limitations in this regard.

[0076] Step S303: Determine the second target battery swapping station from multiple candidate battery swapping stations based on the battery swapping cost corresponding to each candidate battery swapping station.

[0077] Specifically, all candidate battery swapping stations are sorted in ascending order of their swapping cost, and the candidate station with the lowest swapping cost is selected as the second target battery swapping station. Referring back to the previous example, if the battery swapping cost calculation method based on navigation distance is used, then the candidate station with the shortest navigation distance is selected as the second target battery swapping station.

[0078] It should be understood that before selecting the second target battery swapping station in the above manner, it is first necessary to ensure that the candidate battery swapping station is in normal operating condition, that is, the candidate battery swapping station is currently in operation, the battery swapping equipment is operating normally and can provide battery swapping services normally. Candidate battery swapping stations with abnormal operating conditions will not participate in the battery swapping cost ranking, nor will they be considered as candidates for the second target battery swapping station.

[0079] The method provided in this embodiment obtains the current location of the vehicle and determines the corresponding battery swapping cost for each candidate battery swapping station based on its second real-time operating status. Then, it selects the optimal one as the second target battery swapping station based on the battery swapping cost of each candidate station. This enables the cloud platform to quickly sort and select the best candidate stations through unified quantitative indicators when the original target battery swapping station is abnormal, thereby achieving intelligent battery swapping station recommendation.

[0080] Figure 4The flowchart for Embodiment 4 of the recommended method for battery swapping stations provided in this application is shown below. Please refer to... Figure 4 Based on the above embodiments, the battery swapping cost corresponding to the candidate battery swapping station is determined according to the second real-time operating status of the candidate battery swapping station, including:

[0081] Step S401: For each candidate battery swapping station, obtain the second location of the candidate battery swapping station from the second real-time operating status of the candidate battery swapping station, and determine the navigation distance and navigation time for the vehicle to travel to the candidate battery swapping station based on the current location and the second location of the candidate battery swapping station.

[0082] In this step, for each candidate battery swapping station, the navigation distance and navigation time to the station are determined based on the vehicle's current location and the station's secondary location. The navigation distance typically refers to the optimal path distance from the vehicle's current location along the road network to the candidate station, and the navigation time is the estimated time required to travel along this optimal path. Furthermore, the navigation distance and navigation time can be calculated in real-time by the cloud platform using the map navigation engine's path planning interface.

[0083] Step S402: Obtain the second number of vehicles waiting for battery swapping in the candidate battery swapping station from the second real-time operation status, and predict the estimated time for the vehicle to wait for battery swapping after arriving at the candidate battery swapping station based on the navigation duration, the second number, and the preset single battery swapping duration of the vehicle.

[0084] It should be noted that the second quantity refers to the total number of vehicles currently queuing for battery swapping at the candidate battery swapping station. The preset battery swapping time per vehicle is the average service time calculated based on the historical operating data of the candidate battery swapping station (for example, each vehicle needs an average of 5 minutes to complete a battery swap).

[0085] In practice, for example, based on the navigation time and the preset battery swap time per vehicle, the number of vehicles that can complete a battery swap at the candidate battery swap station during the journey to the candidate station is calculated. Then, based on the second number and the number of vehicles that can complete a battery swap during the journey, the number of remaining vehicles still ahead of the vehicle when it arrives is calculated. Finally, based on the number of remaining vehicles and the preset battery swap time per vehicle, the estimated waiting time for a battery swap is calculated.

[0086] Optionally, in another possible implementation, based on the navigation duration and the preset single battery swap duration, the number of vehicles that can complete a battery swap at the candidate battery swap station during the vehicle's journey to the station is calculated. Then, from the navigation status information reported by each vehicle, other vehicles whose navigation destination is the candidate battery swap station and whose estimated arrival time is earlier than the vehicle's are selected, and their number is counted as the number of other vehicles. Based on this second number, the number of vehicles that can complete a battery swap en route, and the number of other vehicles, the number of remaining vehicles still ahead of the vehicle when it arrives is calculated. Then, based on the number of remaining vehicles and the preset single battery swap duration, the estimated waiting time for a battery swap is calculated.

[0087] Step S403: Obtain the number of available battery swapping stations from the second real-time operation status, and determine the battery swapping cost based on the navigation distance, estimated duration, and number of available battery swapping stations.

[0088] In this embodiment, the specific formula for calculating the cost of battery swapping is as follows:

[0089] (1)

[0090] In equation (1), Indicates candidate battery swapping stations The corresponding cost of battery swapping, This represents the i-th candidate battery swapping station among multiple candidate battery swapping stations; This indicates that the vehicle has traveled to the candidate battery swapping station. Navigation distance, This is a distance normalization penalty function used to map driving distances of different dimensions to dimensionless cost contribution values. The longer the navigation distance, the higher the cost value. This indicates that the vehicle has traveled to the candidate battery swapping station. The estimated waiting time for battery swapping is as follows. This is a time-normalized penalty function used to map queuing time into a cost contribution value; Indicates candidate battery swapping stations The number of available swappable batteries in the system. For inventory reciprocal penalty function (e.g., This is used to map battery inventory to cost contribution value; the fewer available swappable batteries, the higher the cost-value. , , These are the weighting coefficients corresponding to navigation distance, estimated duration, and the number of available swappable batteries, respectively, and they satisfy the following conditions: The values ​​of each weight coefficient can be dynamically adjusted according to the current time period (such as peak or off-peak periods).

[0091] Taking the selection of the site with the lowest battery swapping cost from all candidate battery swapping stations as the second target battery swapping station as an example, the specific formula for the output result is as follows:

[0092] (2)

[0093] In equation (2), H represents the second target battery swapping station; S represents the set of multiple candidate battery swapping stations. This represents the i-th candidate battery swapping station among multiple candidate battery swapping stations; Indicates candidate battery swapping stations The corresponding battery swapping cost; argmin is the minimum operator, indicating the selection from the candidate set that minimizes the objective function. The element that achieves the minimum value.

[0094] The method provided in this embodiment quantifies the three dimensions of navigation distance, estimated waiting time, and available battery quantity into a unified battery swapping cost, and selects the candidate station with the lowest cost as the second target battery swapping station. This allows for more accurate recommendations to users for the best-performing battery swapping station in terms of overall performance in terms of driving distance, waiting time, and battery swapping success rate, significantly improving battery swapping efficiency and overall user experience.

[0095] Figure 5 The flowchart for Embodiment 5 of the recommended method for battery swapping stations provided in this application is shown below. Please refer to... Figure 5 Based on the above embodiments, a second target battery swapping station is determined from multiple candidate battery swapping stations according to the battery swapping cost corresponding to each candidate station, including:

[0096] Step S501: For each candidate battery swapping station, determine the absolute safe reach distance corresponding to the candidate battery swapping station based on the real-time motion status and the second real-time operation status of the candidate battery swapping station.

[0097] It should be noted that the absolutely safe reach distance refers to the maximum distance that a vehicle can safely travel to a candidate battery swapping station with its current remaining battery power.

[0098] In practice, for example, the remaining battery percentage, the rated capacity of the vehicle's power battery system, the vehicle's preset safety redundancy, and the vehicle's average energy consumption per 100 kilometers are obtained from the vehicle's real-time motion status. Then, based on the remaining battery percentage, the rated capacity of the power battery system, and the preset safety redundancy, the vehicle's available battery power is calculated, and the ratio of available battery power to average energy consumption per 100 kilometers is determined as the absolute safe reach distance corresponding to the candidate battery swapping station.

[0099] Step S502: Determine the navigation distance for the vehicle to travel to the candidate battery swapping station based on the current location and the second location of the candidate battery swapping station.

[0100] In this step, by calling the path planning interface of the map navigation engine, the optimal path distance from the vehicle's current location to the second location of the candidate battery swapping station is calculated based on the current road network topology and real-time traffic information. This is the navigation distance.

[0101] Step S503: Based on the absolute safe reach distance of each candidate battery swapping station and the navigation distance of the vehicle to each candidate battery swapping station, search among multiple candidate battery swapping stations to find whether there is a safe candidate battery swapping station that meets the specified conditions; the specified conditions include that the navigation distance of the vehicle to the safe candidate battery swapping station is less than the absolute safe reach distance of the safe candidate battery swapping station.

[0102] It should be noted that the specified condition is that the navigation distance from the vehicle to the candidate battery swapping station is less than the absolute safe reach distance of the candidate battery swapping station. A candidate battery swapping station that meets this condition means that the vehicle can safely drive to the candidate battery swapping station with the current remaining battery power.

[0103] Step S504: When there is at least one safe candidate swapping station among multiple candidate swapping stations, select the safe candidate swapping station with the lowest swapping cost among the at least one safe candidate swapping station as the second target swapping station.

[0104] In this step, a set of safe candidate battery swapping stations is determined based on the search results of safe candidate battery swapping stations that meet the specified conditions. Where S represents a set of multiple candidate battery swapping stations. This represents the i-th candidate battery swapping station among multiple candidate battery swapping stations; This indicates that the vehicle has traveled to the candidate battery swapping station. Navigation distance; Indicates candidate battery swapping stations The corresponding absolutely safe reachable distance.

[0105] Furthermore, from the set of safe candidate battery swapping stations, the safe candidate battery swapping station with the lowest battery swapping cost is selected as the second target battery swapping station. In specific implementation, if there is exactly one candidate battery swapping station in the set of safe candidate battery swapping stations, then that unique candidate battery swapping station is selected as the second target battery swapping station; if there are multiple safe candidate battery swapping stations in the set of safe candidate battery swapping stations, then they are sorted according to the battery swapping cost of each safe candidate battery swapping station, and the station with the lowest battery swapping cost is selected as the second target battery swapping station.

[0106] In addition, if no safe candidate battery swapping station meets the specified conditions among multiple candidate stations, a safety alarm message will be generated and sent to the vehicle to inform the user that the current battery level is insufficient to reach a nearby battery swapping station, and to suggest that the user immediately find a nearby safe parking area for temporary parking or contact roadside assistance.

[0107] The method provided in this embodiment calculates the absolutely safe reachable distance for each candidate battery swapping station and compares it with the navigation distance the vehicle travels to that station. This filters out safe candidate battery swapping stations that can be safely reached under the current battery level. Then, it selects the safe candidate station with the lowest battery swapping cost as the second target battery swapping station. This ensures that the recommended station meets the constraint that the vehicle can safely reach it in advance, avoiding the risk of the user running out of power while driving due to the recommended station being outside the driving range. In particular, it provides a reliable safety guarantee for recommending battery swapping stations in low-battery scenarios.

[0108] Figure 6 The flowchart for Embodiment Six of the Recommended Method for Battery Swapping Stations Provided in this Application is shown below. Please refer to... Figure 6 Based on the above embodiments, the absolute safe reach distance corresponding to the candidate battery swapping station is determined according to the real-time motion status and the second real-time operating status of the candidate battery swapping station, including:

[0109] Step S601: Obtain the vehicle's remaining battery percentage, the rated capacity of the vehicle's power battery system, the vehicle's preset safety redundancy battery capacity, and the vehicle's average energy consumption per 100 kilometers from the real-time motion status.

[0110] Specifically, real-time motion status is a dynamic data set reported and continuously updated by the vehicle. From this real-time motion status, the vehicle's remaining state of charge (SOC), the rated capacity of the vehicle's power battery system, the vehicle's preset safety redundancy, and the vehicle's average energy consumption per 100 kilometers are extracted. The remaining state of charge refers to the percentage of the current remaining charge of the power battery relative to its rated capacity; the rated capacity of the power battery system is the total energy of the power battery pack; the preset safety redundancy is typically a preset percentage of the rated total capacity (e.g., 2% of the total capacity) to prevent over-discharge of the battery; and the average energy consumption per 100 kilometers refers to the amount of electricity consumed by the vehicle on average per 100 kilometers traveled.

[0111] Step S602: Determine the available power of the vehicle based on the remaining power percentage, the rated capacity of the power battery system, and the preset safety redundancy power.

[0112] In this step, the specific formula for calculating the vehicle's available battery power is as follows:

[0113] (3)

[0114] In equation (3), Indicates the vehicle's available battery power; Indicates the remaining battery percentage of the vehicle; Indicates the rated capacity of the power battery system; This indicates the vehicle's preset safety redundancy power.

[0115] Step S603: Determine the environmental compensation coefficient for the current driving environment of the vehicle, and determine the dynamic energy consumption based on the environmental compensation coefficient and the average energy consumption per 100 kilometers.

[0116] It should be noted that the environmental compensation coefficient is used to correct the vehicle's basic energy consumption per 100 kilometers under standard operating conditions to the dynamic energy consumption under the current actual driving environment.

[0117] For example, in one embodiment, determining the environmental compensation coefficient for the current driving environment of the vehicle includes: generating a navigation segment for the vehicle to travel to the candidate battery swapping station based on the current location and the second location of the candidate battery swapping station; determining the road topology features corresponding to the navigation segment, and determining a first weighting coefficient based on the road topology features; determining the road congestion features corresponding to the navigation segment, and determining a second weighting coefficient based on the road congestion features and / or the vehicle's speed in real-time motion; determining a third weighting coefficient based on the ambient temperature in real-time motion, and determining the environmental compensation coefficient based on the first weighting coefficient, the second weighting coefficient, and the third weighting coefficient.

[0118] Specifically, road topology features can include at least different road categories such as flat roads, gentle slopes, and mountain roads, with different first weight coefficients corresponding to different road categories. For example, the first weight coefficient for flat roads is 1.0; the first weight coefficient for gentle slopes is 1.05 to 1.10; and the first weight coefficient for mountain roads (continuous uphill) is 1.15 to 1.30.

[0119] Road congestion characteristics can be assessed using the proportion of congested sections to the total navigation distance, with different proportions corresponding to different second weighting coefficients. Alternatively, road congestion characteristics can be assessed using the congestion level obtained from the navigation route, with different congestion levels corresponding to different second weighting coefficients. For example, when the congestion level is "smooth," the second weighting coefficient can be 1.0; when the congestion level is "slow," the second weighting coefficient can be 1.03–1.05; when the congestion level is "light congestion," the second weighting coefficient can be 1.08–1.10; and when the congestion level is "severe congestion," the second weighting coefficient can be 1.12–1.15.

[0120] The second weighting coefficient can be determined based on the vehicle's current speed in real-time motion. Specifically, the vehicle's current speed is obtained from the real-time motion data, and the corresponding second weighting coefficient is determined based on the speed range in which the current speed falls.

[0121] In another possible implementation, the second weighting coefficient can also be determined jointly based on the road congestion characteristics of the navigation segment and the real-time speed of the vehicle. Specifically, a basic congestion factor is determined in advance based on the congestion level of the navigation segment, and a speed correction factor is determined based on the current speed of the vehicle. The second weighting coefficient is obtained by multiplying the basic congestion factor and the speed correction factor.

[0122] Furthermore, the ambient temperature collected by the vehicle in real-time motion is obtained, and the target temperature range for that ambient temperature is found from multiple preset temperature ranges. Based on the target temperature range and the correspondence between preset temperature ranges and weighting coefficients, the weighting coefficient corresponding to the target temperature range is determined as the third weighting coefficient. For example, when the ambient temperature is in the low temperature range (such as below 0℃), the third weighting coefficient is 1.05~1.10; when the ambient temperature is in the normal temperature range (such as above 0℃), the third weighting coefficient is 1.0.

[0123] Furthermore, the first weighting coefficient, the second weighting coefficient, and the third weighting coefficient are multiplied together to obtain the environmental compensation coefficient.

[0124] It should be understood that the first, second, and third weighting coefficients mentioned above are all optional influencing factors. In practical applications, one or more of them can be flexibly selected to determine the environmental compensation coefficient.

[0125] Step S604: Determine the absolute safe reach distance of the candidate battery swapping station based on available power and dynamic energy consumption.

[0126] It should be noted that the specific formula for calculating the absolutely safe reach distance is as follows:

[0127] (4)

[0128] In equation (4), Indicates an absolutely safe and reachable distance; Indicates the remaining battery percentage of the vehicle; Indicates the rated capacity of the power battery system; This indicates the vehicle's preset safety redundancy power. This indicates the vehicle's average energy consumption per 100 kilometers; Indicates the first weighting coefficient; This represents the second weighting coefficient; This represents the third weighting coefficient.

[0129] The method provided in this embodiment determines the vehicle's available battery power by obtaining the vehicle's remaining battery percentage, rated battery capacity, preset safety redundancy, and average energy consumption per 100 kilometers from real-time motion data. Then, it dynamically corrects the base energy consumption per 100 kilometers by determining the environmental compensation coefficient for the vehicle's current driving environment to obtain dynamic energy consumption. Finally, based on the available battery power and dynamic energy consumption, it accurately calculates the absolutely safe drivable distance. This significantly improves the accuracy of range estimation and provides a more reliable basis for subsequent selection of safe candidate stations.

[0130] Figure 7 The flowchart for Embodiment Seven of the Recommended Method for Battery Swapping Stations Provided in this Application is shown below. Please refer to... Figure 7 Based on the above embodiments, instructing the vehicle to change its destination from the first target battery swapping station to the second target battery swapping station includes:

[0131] Step S701: Obtain the remaining battery percentage of the vehicle from the real-time motion status, and determine that the vehicle meets the first preset risk condition when the remaining battery percentage is less than a preset safety threshold and the difference between the navigation distance of the vehicle to the second target battery swap station and the absolute safe reach distance corresponding to the second target battery swap station is less than a preset difference threshold; otherwise, determine that the vehicle does not meet the first preset risk condition.

[0132] It should be noted that the first preset risk condition is used to identify safety risks in extremely low battery scenarios. When the remaining battery percentage is lower than a preset safety threshold (e.g., 10%), it indicates that the vehicle's current battery level is low. Furthermore, if the difference between the navigation distance and the absolutely safe reachable distance is less than a preset difference threshold (e.g., 3km), it indicates that the vehicle's remaining battery power upon reaching the second target battery swapping station is extremely limited, almost reaching its range limit. When both of these conditions are met simultaneously, it indicates that if the user deviates from the route or encounters additional power-consuming conditions while driving, they are highly likely to break down due to depleted battery power. In this case, the vehicle is deemed to meet the first preset risk condition.

[0133] Step S702: If the second target battery swapping station is the only battery swapping station among at least one safe candidate battery swapping station, determine that the vehicle meets the second preset risk condition; otherwise, determine that the vehicle does not meet the second preset risk condition.

[0134] It should be noted that the second preset risk condition is used to identify safety risks in scenarios where there are no alternative options. When the second target battery swapping station is the only one among at least one safe candidate battery swapping station, it indicates that, given the current battery level, this is the only battery swapping station the vehicle can safely reach, and there are no other alternatives. In this case, the vehicle is determined to meet the second preset risk condition.

[0135] Step S703: When the vehicle meets the first preset risk condition and / or the second preset risk condition, a forced switching command is sent to the vehicle to instruct the vehicle to automatically change its destination from the first target battery swapping station to the second target battery swapping station.

[0136] Specifically, when a vehicle meets the first preset risk condition and / or the second preset risk condition, a mandatory intervention mechanism is triggered, that is, a mandatory switching command is sent to the vehicle, which carries a strong intervention identifier.

[0137] Once the vehicle receives a forced switching command, it can automatically perform the destination switch operation without waiting for user confirmation. Furthermore, while executing the forced switching command, the vehicle can also alert the user via the in-vehicle display and / or voice announcement. For example, it could announce, "Emergency Warning! The original battery swapping station is malfunctioning. Your battery is critically low. To avoid breakdown, the navigation system has forcibly switched you to the only available alternative station. Please follow the new route immediately!" This allows the user to understand the current risk situation and the system's response measures.

[0138] It should be understood that during the execution of the forced switching command, the vehicle can also block the user's operation of canceling or modifying the navigation destination, so as to prevent the user from canceling the navigation to the only safe station due to misoperation or subjective decision-making errors in extreme risk scenarios, significantly reducing the risk of the vehicle breaking down in remote or highway sections, and achieving the ultimate protection of life and property.

[0139] In step S704, when the vehicle does not meet the first preset risk condition and the vehicle does not meet the second preset risk condition, a recommended switching instruction is sent to the vehicle to instruct the vehicle to display the recommended switching instruction to the user and, in response to the user's confirmation operation, change the destination from the first target battery swapping station to the second target battery swapping station.

[0140] Specifically, when a vehicle does not meet the first preset risk condition and the second preset risk condition, a routine intervention mechanism is triggered, that is, a recommended switching instruction is sent to the vehicle, which carries a routine intervention identifier.

[0141] When the vehicle receives a recommended switching instruction, a recommended switching prompt interface will pop up on the in-vehicle display screen. For example, the recommended switching prompt interface may include the message: "Prompt: The original battery swap station A has a long queue. We have matched you with a battery swap station B that does not require queuing. Do you want to update the navigation?" The user can decide whether to accept the recommendation. If the user confirms the switch, the vehicle will perform a destination change operation; if the user refuses or ignores the prompt, the vehicle will continue to maintain the original navigation route.

[0142] The method provided in this embodiment establishes two risk identification mechanisms: a first preset risk condition under extremely low battery scenarios and a second preset risk condition under the scenario of a single safe site. Based on different risk assessment results, it sends forced switching commands or recommended switching commands to the vehicle, achieving precise classification and differentiated responses to risk scenarios in the recommended battery swapping stations. This effectively balances safety and user experience.

[0143] The present embodiment will now be described and illustrated through preferred embodiments.

[0144] Figure 8 The flowchart of Embodiment 8 of the method for recommending battery swapping stations provided in this application is as follows: Figure 8 As shown, the recommended method for this battery swapping station includes the following steps:

[0145] Step S801: Receive battery swapping event information of the vehicle; wherein, the battery swapping event information includes the first target battery swapping station that the vehicle is currently heading to, and the real-time movement status of the vehicle.

[0146] Step S802: Obtain the first real-time operating status of the first target battery swapping station, and determine whether there is any abnormality in the first target battery swapping station based on the first real-time operating status.

[0147] Step S803: When the first target battery swapping station is abnormal, identify multiple candidate battery swapping stations around the vehicle and obtain the second real-time operating status of each candidate battery swapping station.

[0148] Step S804: Obtain the current location of the vehicle from the real-time motion status; for each candidate battery swapping station, determine the battery swapping cost corresponding to the candidate battery swapping station based on the second real-time operating status of the candidate battery swapping station; wherein, the battery swapping cost is used to characterize the resource overhead of dispatching the vehicle to the candidate battery swapping station for battery swapping and energy replenishment.

[0149] Step S805: For each candidate battery swapping station, determine the absolute safe reach distance corresponding to the candidate battery swapping station based on the real-time motion status and the second real-time operating status of the candidate battery swapping station, and determine the navigation distance for the vehicle to travel to the candidate battery swapping station based on the current location and the second location of the candidate battery swapping station.

[0150] Step S806: Based on the absolute safe reach distance of each candidate battery swapping station and the navigation distance of the vehicle to each candidate battery swapping station, search among multiple candidate battery swapping stations to find whether there is a safe candidate battery swapping station that meets the specified conditions; the specified conditions include that the navigation distance of the vehicle to the safe candidate battery swapping station is less than the absolute safe reach distance of the safe candidate battery swapping station.

[0151] Step S807: When there is at least one safe candidate battery swapping station among multiple candidate battery swapping stations, select the safe candidate battery swapping station with the lowest battery swapping cost among the at least one safe candidate battery swapping station as the second target battery swapping station, and instruct the vehicle to change its destination from the first target battery swapping station to the second target battery swapping station.

[0152] It should be noted that the steps shown in the above process or in the flowchart of the accompanying figures can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases the steps shown or described may be executed in a different order than that shown here.

[0153] This embodiment also provides a battery swapping station recommendation device, which is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. The terms "module," "unit," "subunit," etc., used below refer to combinations of software and / or hardware that perform a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0154] Figure 9 This is a structural block diagram of the recommended device for the battery swapping station in this embodiment, as shown below. Figure 9 As shown, the recommended equipment for this battery swapping station includes:

[0155] The receiving module 10 is used to receive battery swapping event information of the vehicle; wherein, the battery swapping event information includes the first target battery swapping station that the vehicle is currently heading to, and the real-time movement status of the vehicle;

[0156] The judgment module 20 is used to obtain the first real-time operating status of the first target battery swapping station and determine whether there is any abnormality in the first target battery swapping station based on the first real-time operating status.

[0157] The processing module 30 is used to determine multiple candidate battery swapping stations around the vehicle when there is an anomaly at the first target battery swapping station, and to obtain the second real-time operating status of each candidate battery swapping station.

[0158] The recommendation module 40 is used to determine the second target battery swapping station from multiple candidate battery swapping stations based on the real-time motion status and the second real-time operation status of each candidate battery swapping station, and instruct the vehicle to change its destination from the first target battery swapping station to the second target battery swapping station.

[0159] Optionally, in one possible implementation, the judgment module 20 is specifically used for:

[0160] Based on the first real-time operating status, determine whether any target abnormal event has occurred at the first target battery swapping station; wherein, the target abnormal event includes the first target battery swapping station stopping providing battery swapping services, the number of currently available battery swapping batteries at the first target battery swapping station being zero, the estimated number of available battery swapping batteries at the first target battery swapping station when a vehicle arrives at the first target battery swapping station being zero, the first number of vehicles waiting for battery swapping at the first target battery swapping station being greater than a preset number threshold, and the maximum estimated waiting time for vehicles to wait for battery swapping at the first target battery swapping station being greater than a preset time threshold;

[0161] If no abnormal event occurs at the first target battery swapping station, it is determined that the first target battery swapping station is not abnormal;

[0162] When any target abnormal event occurs at the first target battery swapping station, it is determined that the first target battery swapping station is abnormal.

[0163] Optionally, in one possible implementation, processing module 30 is specifically used for:

[0164] The vehicle's current location is obtained from its real-time motion status, and the target geographical area to which the vehicle belongs is determined based on the current location and the location range covered by different preset geographical areas.

[0165] Obtain the first location of each first battery swapping station in the target geographical area, and for each first battery swapping station, determine the current distance between the vehicle and the first battery swapping station based on the current location and the first location;

[0166] Multiple first battery swapping stations whose current distance from the vehicle is less than a preset distance threshold are selected as multiple candidate battery swapping stations.

[0167] Optionally, in one possible implementation, module 40 is recommended, specifically for:

[0168] Obtain the vehicle's current position from its real-time motion status;

[0169] For each candidate battery swapping station, the battery swapping cost corresponding to the candidate battery swapping station is determined based on the second real-time operating status of the candidate battery swapping station; wherein, the battery swapping cost is used to characterize the resource cost of dispatching the vehicle to the candidate battery swapping station for battery swapping and energy replenishment.

[0170] Based on the battery swapping cost corresponding to each candidate battery swapping station, a second target battery swapping station is determined from multiple candidate battery swapping stations.

[0171] Optionally, in one possible implementation, module 40 is recommended, specifically for:

[0172] For each candidate battery swapping station, the second location of the candidate battery swapping station is obtained from the second real-time operating status of the candidate battery swapping station, and the navigation distance and navigation time of the vehicle to the candidate battery swapping station are determined based on the current location and the second location of the candidate battery swapping station.

[0173] The second number of vehicles waiting for battery swapping at the candidate battery swapping station is obtained from the second real-time operation status. Based on the navigation duration, the second number, and the preset single battery swapping duration for vehicles, the estimated waiting time for vehicles to wait for battery swapping after arriving at the candidate battery swapping station is predicted.

[0174] The number of available battery swapping stations in the candidate battery swapping stations is obtained from the second real-time operational status, and the battery swapping cost is determined based on the navigation distance, estimated duration, and number of available battery swapping stations.

[0175] Optionally, in one possible implementation, module 40 is recommended, specifically for:

[0176] For each candidate battery swapping station, the absolute safe reach distance corresponding to the candidate battery swapping station is determined based on the real-time motion status and the second real-time operation status of the candidate battery swapping station.

[0177] Based on the current location and the second location of the candidate battery swapping station, determine the navigation distance for the vehicle to travel to the candidate battery swapping station;

[0178] Based on the absolute safe reach distance of each candidate battery swapping station and the navigation distance of the vehicle to each candidate battery swapping station, search among multiple candidate battery swapping stations to find whether there is a safe candidate battery swapping station that meets the specified conditions; the specified conditions include that the navigation distance of the vehicle to the safe candidate battery swapping station is less than the absolute safe reach distance of the safe candidate battery swapping station.

[0179] When there is at least one safe candidate swapping station among multiple candidate swapping stations, the safe candidate swapping station with the lowest swapping cost among the at least one safe candidate swapping station is selected as the second target swapping station.

[0180] Optionally, in one possible implementation, module 40 is recommended, specifically for:

[0181] The vehicle's remaining battery percentage, rated capacity of the vehicle's power battery system, preset safety redundancy, and average energy consumption per 100 kilometers are obtained from real-time motion status.

[0182] The available power of the vehicle is determined based on the remaining percentage of power, the rated capacity of the power battery system, and the preset safety redundancy.

[0183] Determine the environmental compensation coefficient for the current driving environment of the vehicle, and determine the dynamic energy consumption based on the environmental compensation coefficient and the average energy consumption per 100 kilometers;

[0184] Based on available power and dynamic energy consumption, determine the absolute safe reach distance corresponding to the candidate battery swapping station.

[0185] Optionally, in one possible implementation, module 40 is recommended, specifically for:

[0186] Based on the current location and the second location of the candidate battery swapping station, a navigation route is generated for the vehicle to travel to the candidate battery swapping station;

[0187] Determine the road topology features corresponding to the navigation segment, and determine the first weighting coefficient based on the road topology features;

[0188] Determine the road congestion characteristics corresponding to the navigation route segment, and determine the second weighting coefficient based on the road congestion characteristics and / or the vehicle speed in real-time motion status;

[0189] The third weighting coefficient is determined based on the ambient temperature during real-time motion, and the environmental compensation coefficient is determined based on the first, second, and third weighting coefficients.

[0190] Optionally, in one possible implementation, module 40 is recommended, specifically for:

[0191] The vehicle's remaining battery percentage is obtained from the real-time motion status. If the remaining battery percentage is less than a preset safety threshold and the difference between the navigation distance of the vehicle to the second target battery swap station and the absolute safe reach distance corresponding to the second target battery swap station is less than a preset difference threshold, the vehicle is determined to meet the first preset risk condition. Otherwise, the vehicle is determined not to meet the first preset risk condition.

[0192] When the second target battery swapping station is the only battery swapping station among at least one safe candidate battery swapping station, the vehicle is determined to meet the second preset risk condition; otherwise, the vehicle is determined not to meet the second preset risk condition.

[0193] When a vehicle meets the first preset risk condition and / or the second preset risk condition, a forced switching command is sent to the vehicle to instruct the vehicle to automatically change its destination from the first target battery swapping station to the second target battery swapping station.

[0194] If the vehicle does not meet the first preset risk condition and the vehicle does not meet the second preset risk condition, a recommended switching instruction is sent to the vehicle to instruct the vehicle to display the recommended switching instruction to the user and, in response to the user's confirmation operation, change the destination from the first target battery swapping station to the second target battery swapping station.

[0195] It should be noted that the above modules can be functional modules or program modules, and can be implemented through software or hardware. For modules implemented through hardware, the above modules can reside in the same processor; or the above modules can be located in different processors in any combination.

[0196] This embodiment also provides a battery swapping station recommendation device, including a memory and a processor. The memory stores a computer program, and the processor is configured to run the computer program to perform the steps in any of the above method embodiments. The battery swapping station recommendation device may be a server.

[0197] Optionally, the computer device may further include a transmission device and an input / output device, wherein the transmission device is connected to the processor and the input / output device is connected to the processor.

[0198] It should be noted that the specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated in this embodiment.

[0199] This embodiment also provides a battery swapping station recommendation system, such as Figure 10 As shown, the battery swapping station recommendation system includes vehicle 2 and battery swapping station recommendation equipment 1; wherein,

[0200] Vehicle 2 is used to send battery swapping event information to battery swapping station recommendation device 1; wherein, the battery swapping event information includes the first target battery swapping station that vehicle 2 is currently heading to, and the real-time movement status of vehicle 2;

[0201] The recommended device 1 for the battery swapping station is used to obtain the first real-time operating status of the first target battery swapping station when it receives the battery swapping event information of the vehicle 2, and to determine whether there is any abnormality in the first target battery swapping station based on the first real-time operating status.

[0202] The battery swapping station recommendation device 1 is also used to identify multiple candidate battery swapping stations around vehicle 2 when the first target battery swapping station is abnormal, and to obtain the second real-time operating status of each candidate battery swapping station.

[0203] The battery swapping station recommendation device 1 is also used to determine the second target battery swapping station from multiple candidate battery swapping stations based on the real-time motion status and the second real-time operation status of each candidate battery swapping station, and instruct the vehicle 2 to change its destination from the first target battery swapping station to the second target battery swapping station.

[0204] It should be noted that the specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated in this embodiment.

[0205] It should be understood that the specific embodiments described herein are merely illustrative of the application and not intended to limit it. All other embodiments derived by those skilled in the art based on the embodiments provided in this application without inventive effort are within the scope of protection of this application.

[0206] Obviously, the accompanying drawings are merely some examples or embodiments of this application. Those skilled in the art can apply this application to other similar situations based on these drawings without any creative effort. Furthermore, it is understood that although the work done in this development process may be complex and lengthy, for those skilled in the art, certain design, manufacturing, or production modifications made based on the technical content disclosed in this application are merely conventional technical means and should not be considered as insufficient disclosure of this application.

[0207] The term "embodiment" in this application refers to a specific feature, structure, or characteristic described in connection with an embodiment that may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily imply the same embodiment, nor does it imply that it is mutually exclusive with or independent of other embodiments. It will be clearly or implicitly understood by those skilled in the art that the embodiments described in this application may be combined with other embodiments without conflict.

[0208] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of patent protection. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the appended claims.

Claims

1. A method for recommending battery swapping stations, characterized in that, The recommended method for battery swapping stations includes: Receive vehicle battery swapping event information; wherein, the battery swapping event information includes the first target battery swapping station that the vehicle is currently heading to, and the real-time movement status of the vehicle; Obtain the first real-time operating status of the first target battery swapping station, and determine whether there is any abnormality in the first target battery swapping station based on the first real-time operating status; When the first target battery swapping station is abnormal, multiple candidate battery swapping stations around the vehicle are identified, and the second real-time operating status of each candidate battery swapping station is obtained. Based on the real-time motion status and the second real-time operating status of each candidate battery swapping station, a second target battery swapping station is determined from the plurality of candidate battery swapping stations, and the vehicle is instructed to change its destination from the first target battery swapping station to the second target battery swapping station.

2. The method for recommending battery swapping stations according to claim 1, characterized in that, The step of determining whether the first target battery swapping station is abnormal based on the first real-time operating status includes: Based on the first real-time operating status, determine whether any target abnormal event has occurred at the first target battery swapping station; wherein, the target abnormal event includes the first target battery swapping station stopping providing battery swapping services, the number of currently available battery swapping batteries at the first target battery swapping station being zero, the estimated number of available battery swapping batteries at the first target battery swapping station when the vehicle arrives at the first target battery swapping station being zero, the first number of vehicles waiting for battery swapping at the first target battery swapping station being greater than a preset number threshold, and the maximum estimated waiting time for vehicles to wait for battery swapping at the first target battery swapping station being greater than a preset time threshold; If no abnormal event occurs at the first target battery swapping station, it is determined that the first target battery swapping station is not abnormal. When any target abnormal event occurs at the first target battery swapping station, it is determined that the first target battery swapping station is abnormal.

3. The method for recommending battery swapping stations according to claim 1, characterized in that, The process of determining multiple candidate battery swapping stations around the vehicle includes: The vehicle's current position is obtained from the real-time motion state, and the target geographical area to which the vehicle belongs is determined based on the current position and the preset geographical area coverage range. Obtain the first location of each first battery swapping station in the target geographical area, and for each first battery swapping station, determine the current distance between the vehicle and the first battery swapping station based on the current location and the first location; Multiple first battery swapping stations whose current distance from the vehicle is less than a preset distance threshold are selected as the multiple candidate battery swapping stations.

4. The method for recommending battery swapping stations according to claim 1, characterized in that, The step of determining the second target battery swapping station from the plurality of candidate battery swapping stations based on the real-time motion status and the second real-time operating status of each candidate battery swapping station includes: Obtain the current position of the vehicle from the real-time motion state; For each candidate battery swapping station, the battery swapping cost corresponding to the candidate battery swapping station is determined based on the second real-time operating status of the candidate battery swapping station; wherein, the battery swapping cost is used to characterize the resource cost of dispatching the vehicle to the candidate battery swapping station for battery swapping and energy replenishment; The second target battery swapping station is determined from the plurality of candidate battery swapping stations based on the battery swapping cost corresponding to each candidate battery swapping station.

5. The method for recommending battery swapping stations according to claim 4, characterized in that, The step of determining the battery swapping cost corresponding to the candidate battery swapping station based on the second real-time operating status of the candidate battery swapping station includes: For each candidate battery swapping station, the second location of the candidate battery swapping station is obtained from the second real-time operating status of the candidate battery swapping station, and the navigation distance and navigation time for the vehicle to travel to the candidate battery swapping station are determined based on the current location and the second location of the candidate battery swapping station; The second number of vehicles waiting for battery swapping at the candidate battery swapping station is obtained from the second real-time operating status, and the estimated waiting time for the vehicle to arrive at the candidate battery swapping station is predicted based on the navigation duration, the second number, and the preset single battery swapping duration for the vehicle. The number of available battery swapping stations in the candidate battery swapping stations is obtained from the second real-time operating status, and the battery swapping cost is determined based on the navigation distance, the estimated duration, and the number of available battery swapping stations.

6. The method for recommending battery swapping stations according to claim 5, characterized in that, The step of determining the second target battery swapping station from the plurality of candidate battery swapping stations based on the battery swapping cost corresponding to each candidate battery swapping station includes: For each candidate battery swapping station, the absolute safe reach distance corresponding to the candidate battery swapping station is determined based on the real-time motion status and the second real-time operation status of the candidate battery swapping station. Based on the current location and the second location of the candidate battery swapping station, determine the navigation distance for the vehicle to travel to the candidate battery swapping station; Based on the absolute safe reach distance of each candidate battery swapping station and the navigation distance of the vehicle to each candidate battery swapping station, the system searches among the multiple candidate battery swapping stations to find whether there is a safe candidate battery swapping station that meets specified conditions; the specified conditions include that the navigation distance of the vehicle to the safe candidate battery swapping station is less than the absolute safe reach distance of the safe candidate battery swapping station. When at least one safe candidate battery swapping station exists among the multiple candidate battery swapping stations, the safe candidate battery swapping station with the lowest battery swapping cost among the at least one safe candidate battery swapping station is selected as the second target battery swapping station.

7. The method for recommending battery swapping stations according to claim 6, characterized in that, The step of determining the absolute safe reach distance of the candidate battery swapping station based on the real-time motion status and the second real-time operating status of the candidate battery swapping station includes: The remaining battery percentage of the vehicle, the rated capacity of the power battery system in the vehicle, the preset safety redundancy of the vehicle, and the average energy consumption per 100 kilometers of the vehicle are obtained from the real-time motion status. The available power of the vehicle is determined based on the remaining power percentage, the rated capacity of the power battery system, and the preset safety redundancy power. Determine the environmental compensation coefficient for the current driving environment of the vehicle, and determine the dynamic energy consumption based on the environmental compensation coefficient and the average energy consumption per 100 kilometers; Based on the available power and the dynamic energy consumption, the absolute safe reach distance corresponding to the candidate battery swapping station is determined.

8. The method for recommending battery swapping stations according to claim 7, characterized in that, Determining the environmental compensation coefficient for the current driving environment of the vehicle includes: Based on the current location and the second location of the candidate battery swapping station, a navigation route is generated for the vehicle to travel to the candidate battery swapping station; Determine the road topology features corresponding to the navigation segment, and determine the first weighting coefficient based on the road topology features; Determine the road congestion characteristics corresponding to the navigation segment, and determine the second weighting coefficient based on the road congestion characteristics and / or the vehicle speed in the real-time motion state; Based on the ambient temperature in the real-time motion state, a third weighting coefficient is determined, and based on the first weighting coefficient, the second weighting coefficient, and the third weighting coefficient, the environmental compensation coefficient is determined.

9. The method for recommending battery swapping stations according to claim 8, characterized in that, The instruction to change the vehicle's destination from the first target battery swapping station to the second target battery swapping station includes: The remaining battery percentage of the vehicle is obtained from the real-time motion status. If the remaining battery percentage is less than a preset safety threshold and the difference between the navigation distance of the vehicle to the second target battery swap station and the absolute safe reach distance corresponding to the second target battery swap station is less than a preset difference threshold, the vehicle is determined to meet the first preset risk condition. Otherwise, the vehicle is determined not to meet the first preset risk condition. If the second target battery swapping station is the only battery swapping station among the at least one safe candidate battery swapping stations, the vehicle is determined to meet the second preset risk condition; otherwise, the vehicle is determined not to meet the second preset risk condition. When the vehicle meets the first preset risk condition and / or the second preset risk condition, a forced switching command is sent to the vehicle to instruct the vehicle to automatically change its destination from the first target battery swapping station to the second target battery swapping station; When the vehicle does not meet the first preset risk condition and the vehicle does not meet the second preset risk condition, a recommended switching instruction is sent to the vehicle to instruct the vehicle to display the recommended switching instruction to the user and, in response to the user's confirmation operation, change the destination from the first target battery swapping station to the second target battery swapping station.

10. A device for recommending battery swapping stations, characterized in that, The recommended device for the battery swapping station includes: A receiving module is used to receive battery swapping event information of the vehicle; wherein, the battery swapping event information includes the first target battery swapping station that the vehicle is currently heading to, and the real-time movement status of the vehicle; The judgment module is used to obtain the first real-time operating status of the first target battery swapping station and determine whether there is any abnormality in the first target battery swapping station based on the first real-time operating status. The processing module is used to determine multiple candidate battery swapping stations around the vehicle when there is an anomaly at the first target battery swapping station, and to obtain the second real-time operating status of each candidate battery swapping station. The recommendation module is used to determine a second target battery swapping station from the plurality of candidate battery swapping stations based on the real-time motion status and the second real-time operation status of each candidate battery swapping station, and instruct the vehicle to change its destination from the first target battery swapping station to the second target battery swapping station.

11. A recommended device for a battery swapping station, comprising a memory and a processor, characterized in that, The memory stores a computer program, and the processor is configured to run the computer program to perform the steps of the recommended method for a battery swapping station as described in any one of claims 1 to 9.

12. A battery swapping station recommendation system, characterized in that, The battery swapping station recommendation system includes vehicles and battery swapping station recommendation equipment; wherein... The vehicle is used to send battery swapping event information to the battery swapping station recommendation device; wherein, the battery swapping event information includes the first target battery swapping station that the vehicle is currently heading to, and the real-time movement status of the vehicle; The battery swapping station recommendation device is used to obtain the first real-time operating status of the first target battery swapping station when it receives the battery swapping event information of the vehicle, and to determine whether there is any abnormality in the first target battery swapping station based on the first real-time operating status. The battery swapping station recommendation device is also used to determine multiple candidate battery swapping stations around the vehicle when the first target battery swapping station is abnormal, and to obtain the second real-time operating status of each candidate battery swapping station. The battery swapping station recommendation device is also used to determine a second target battery swapping station from the plurality of candidate battery swapping stations based on the real-time motion status and the second real-time operating status of each candidate battery swapping station, and instruct the vehicle to change its destination from the first target battery swapping station to the second target battery swapping station.

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