Smart rail shared charging station green electricity occupation amount verification method and device

Abstract

This invention provides a method and apparatus for verifying the green electricity occupancy of smart rail shared charging stations. The method includes: acquiring time-slice energy metering data of the shared charging station; dividing smart rail vehicle charging events into time slices and calculating the total charging amount within each time slice; calculating the allocatable green electricity for a single charging event based on the time-slice energy metering data and the total charging amount within each time slice; calculating the upper limit of green electricity that a smart rail object can occupy based on the allocatable green electricity for a single charging event and the actual operational allocation of the vehicle after charging; and verifying the green electricity occupancy of the project based on the upper limit of green electricity that a smart rail object can occupy within a calculation period, based on physical metering data, charging events, and subsequent vehicle operation data, and thereby determining whether the green electricity occupancy in carbon neutrality declarations, carbon asset declarations, or carbon audits exceeds this upper limit.

Description

Technical Field

[0001] This invention relates to the fields of intelligent rail transit systems, energy metering of shared charging stations, green electricity consumption accounting, carbon neutrality declaration verification, and carbon asset data verification. Specifically, it relates to a method and device for verifying the green electricity occupancy of intelligent rail shared charging stations. Background Technology

[0002] Intelligent rail transit system vehicles are typically powered by onboard batteries and recharged at depots, parking lots, terminal stations, or shared charging stations along the route.

[0003] In scenarios where multiple lines operate in tandem or share charging facilities, a single shared charging station may serve multiple smart rail lines simultaneously. The same vehicle may also continue operating on different lines after a single charge.

[0004] During the process of making a carbon neutrality declaration for smart rail transit, evaluating zero-carbon lines, reporting carbon assets, or conducting corporate carbon audits, operating units may need to report the amount of green electricity used for lines, depots, or other operating entities. This green electricity can come from photovoltaic power generation, purchased green electricity, traceable green electricity released from energy storage, or the amount of electricity corresponding to green certificates.

[0005] Current practices typically use monthly or annual statistics to track shared charging station photovoltaic power generation, purchased green electricity, energy storage discharge, vehicle charging power, and project green electricity usage. While this method can generate general summary results, in multi-line shared charging station scenarios, inconsistencies can easily arise between green electricity usage and actual vehicle charging behavior, as well as the subsequent line attribution of vehicles. For example, a shared charging station may simultaneously provide charging services for vehicles on lines T1 and T4 within the same accounting period. If a line directly reports its green electricity usage based on the total green electricity generated by the shared charging station, that line may be using green electricity that is not intended for vehicle charging and subsequent operation. Similarly, if a vehicle completes a charge at a shared charging station and subsequently serves two lines, attributing all the green electricity generated from that charge to one line will result in a discrepancy between the green electricity usage and actual operational attribution. Furthermore, in addition to vehicle charging load, shared charging stations may also have auxiliary power consumption for lighting, air conditioning, monitoring, communication, control equipment, and transformer losses. If all the green electricity from shared charging stations is directly allocated to vehicle charging events, it will lead to an overestimation of the green electricity available for allocation on the vehicle charging side. Summary of the Invention

[0006] To address the discrepancy between the green electricity usage of smart rail shared charging stations and their actual operational attribution, this invention aims to provide a method and device for verifying the green electricity usage of smart rail shared charging stations. Based on physical metering data, charging events, and subsequent vehicle operation data, the method calculates the upper limit of green electricity that a smart rail entity can occupy within the accounting period, and determines whether the green electricity usage in carbon neutrality declarations, carbon asset declarations, or carbon audits exceeds this upper limit.

[0007] In a first aspect, the present invention provides a method for verifying the green electricity occupancy of a smart rail shared charging station, comprising: Obtain time-slice energy metering data from shared charging stations; The intelligent rail vehicle charging event is divided into time slices and the total charging amount within the time slice is calculated. Based on time-slice energy metering data and total charging power within the time slice, calculate the green power that can be allocated for a single charging event. Based on the allocatable green electricity in a single charging event and the actual operational ownership of the vehicle after charging, the upper limit of green electricity that a smart rail object can occupy is calculated. Verify the green electricity usage limit of the project based on the green electricity usage limit of the smart rail object.

[0008] In a preferred embodiment, obtaining the shared charging station time-slice energy metering data includes: The operating time of shared charging stations is divided into several time slices; Calculate the total available green electricity within the time slice, including the photovoltaic system's power generation, the available purchased green electricity, and the traceable green electricity released by the energy storage system within the time slice; Get the electricity consumption of non-vehicle charging loads at shared charging stations within the time slice; When a shared charging station does not have separate metering for non-vehicle charging loads, the total electricity consumption at the station level within the time slice is obtained. When the purchased green electricity or green certificate only provides the total charging electricity of the intelligent rail vehicle within the accounting period and the time-of-use settlement data cannot be obtained, the available amount of green electricity on the charging side shall be calculated according to the period-level caliber. When the electricity consumption of non-vehicle charging load of shared charging stations within the accounting period cannot be obtained, but the total electricity consumption of shared charging stations within the accounting period can be obtained, the amount of green electricity available on the charging side within the accounting period is calculated based on the total electricity consumption of shared charging stations within the accounting period and the total electricity consumption of intelligent rail vehicles. In a preferred embodiment, the step of splitting the intelligent rail vehicle charging event into time slices and calculating the total charging amount within each time slice includes: Acquire intelligent rail vehicle charging events, including the vehicle number, charging pile number, start time, end time, and charging amount of the charging event; When a charging event spans multiple time slices, the charging event is split into corresponding time slices, and the total charging capacity within each time slice is calculated, where: When the charging station can provide a time-sharing power curve, the time-sharing power curve is used to determine the charging power of a charging event within a time slice. When the charging station cannot provide a time-sharing power curve, the charging power of the charging event within the time slice is determined according to the time overlap ratio. Based on the charging amount of each charging event within a time slice, calculate the total charging amount of all intelligent rail transit vehicle charging events within that time slice.

[0009] In a preferred embodiment, calculating the allocatable green electricity for a single charging event based on time-slice energy metering data and the total charging amount within the time slice includes: Based on the energy metering data of the step time slice and the total charging power within the time slice, calculate the amount of green electricity available on the charging side that can be allocated to vehicle charging events within the time slice. Based on the available green electricity on the charging side that can be allocated to vehicle charging events within the time slice and the total charging capacity within the time slice, calculate the green electricity allocation ratio on the charging side within the time slice. Based on the green electricity allocation ratio of the charging side within the time slice and the charging amount of the charging event within the time slice, calculate the green electricity that can be allocated to the charging event within the time slice. Based on the amount of green electricity that can be allocated for a charging event within a time slice, calculate the amount of green electricity that can be allocated for a charging event throughout the entire charging process.

[0010] In a preferred embodiment, the amount of green electricity available on the charging side that can be allocated to vehicle charging events within the calculation time slice includes: When a shared charging station has separate metering for non-vehicle charging loads, the available green electricity on the charging side within the time slice is calculated based on the total charging power and the electricity consumption of the non-vehicle charging load of the shared charging station within the time slice. When a shared charging station does not have separate metering for non-vehicle charging loads, but has station-level total electricity consumption metering, the available green electricity on the charging side within the time slice is calculated based on the total charging power and the total electricity consumption of the shared charging station within the time slice. The time slice will be marked as pending verification and the available green electricity on the charging side within the time slice will not be automatically calculated if any of the following conditions are met: Condition 1 is the total electricity consumption at the shared charging station level. Condition two is the total electricity consumption at the shared charging station level. Condition 3 is the total charging capacity within the time slice. Condition four is the total amount of green electricity available within the time slice. Condition five is ;in, Indicates the allowable error for station-level measurement; When a shared charging station has neither sub-metering of non-vehicle charging load nor station-level total electricity consumption metering, the green electricity occupancy verification at the charging event level will not be performed.

[0011] In a preferred embodiment, calculating the upper limit of green electricity that a smart rail object can occupy based on the allocatable green electricity in a single charging event and the actual operational ownership of the vehicle after charging includes: According to the The vehicle number in the charging event is used to obtain the subsequent operation records of the corresponding vehicle after the charging event. The subsequent operation window corresponding to the charging event is determined; the start time of the subsequent operation window is the end time of the charging event; when there is a next charging record, the end time of the subsequent operation window is preferentially taken as the start time of the next charging event of the vehicle; when there is no next charging record, the earliest of the following times is taken as the end time of the subsequent operation window: the time when the difference between the vehicle's SOC and the SOC before this charging is less than a preset threshold, the end time of the vehicle's operation on the same day, and the end time of the accounting cycle; Based on the subsequent operation records in the subsequent operation window, determine the smart rail object for this charging event service; Calculate the proportion of green electricity allocated to smart rail objects during charging events; Calculate the actual operational consumption ratio of charging events within the subsequent operational window; The attributable green electricity of a charging event is calculated based on the actual operational consumption ratio of the charging event within the subsequent operational window and the allocatable green electricity of the charging event throughout the entire charging process. Based on the proportion of green electricity allocated to smart rail objects for charging events and the amount of green electricity that can be attributed to charging events, the upper limit of green electricity that smart rail objects can occupy during the accounting period is calculated.

[0012] In a preferred embodiment, the calculation of the proportion of green electricity allocated to smart rail objects for charging events includes: When a vehicle serves only one intelligent rail transit object within a subsequent operating window, the first... The proportion of green electricity allocated to the smart rail object for each charging event is 1. When a vehicle serves multiple smart rail transit objects within a subsequent operating window, and the operating power consumption of each smart rail transit object can be obtained, the proportion of green electricity allocated to the smart rail transit object for the charging event is determined according to the operating power consumption. When the power consumption of a smart rail vehicle cannot be obtained, but the operating mileage of the smart rail vehicle can be obtained, the proportion of the green electricity allocated to the charging event is determined according to the operating mileage. When the power consumption of a smart rail transit system is 0 or the operating mileage of the smart rail transit system is 0, the proportion of green electricity allocated to the smart rail transit system for the charging event is not calculated, and the charging event is marked as pending verification.

[0013] In a preferred embodiment, calculating the actual operational consumption ratio of the charging event within the subsequent operational window includes: When the power consumption of the intelligent rail transit system can be obtained, the actual operational consumption ratio of the charging event in the subsequent operational window can be calculated based on the power consumption and charging power. When the operating power consumption of a specific smart rail transit system cannot be obtained, but the operating mileage can be obtained, the operating mileage is converted into operating power consumption based on the energy consumption per unit mileage of the vehicle. Then, based on the operating power consumption and the charging power, the actual operating consumption ratio of the charging event in the subsequent operating window is calculated. If the operating power consumption is converted into operating power consumption using the energy consumption per unit mileage of the vehicle, but the energy consumption per unit mileage of the vehicle is less than or equal to 0 or the energy consumption per unit mileage of the vehicle cannot be obtained, the mileage conversion is not performed, the charging event is marked as pending verification, and the pending verification result is output.

[0014] In a preferred embodiment, the step of verifying the green electricity usage of the project based on the upper limit of green electricity usage by the smart rail object includes: Obtain the green energy consumption of the smart rail project within the accounting period; When only one project occupies the green electricity of the smart rail object, calculate whether the difference between the green electricity occupied by the project and the upper limit of the green electricity that the smart rail object can occupy exceeds the metering allowable error. If it does not exceed the metering allowable error, output the result of no over-occupancy; otherwise, output the result of green electricity over-occupancy conflict. When multiple projects simultaneously occupy the green electricity corresponding to the smart rail object or the same shared charging station, calculate the cumulative green electricity occupation of all projects; calculate whether the difference between the cumulative occupation of all projects and the upper limit of green electricity that the smart rail object can occupy exceeds the metering allowable error. If it does not exceed the metering allowable error, output the result of no cumulative green electricity over-occupancy; otherwise, if it exceeds the metering allowable error, output the result of cumulative green electricity over-occupancy conflict.

[0015] Secondly, the present invention provides a device for verifying the green electricity occupancy of a smart rail shared charging station, comprising: The time-slice energy metering data acquisition module is used to acquire time-slice energy metering data of shared charging stations; The charging event splitting module is used to split the intelligent rail vehicle charging events into time slices and calculate the total charging amount within the time slice; The green electricity allocation module for charging events is used to calculate the green electricity that can be allocated for a single charging event based on the energy metering data of the time slice and the total charging power within the time slice. The subsequent operation attribution module is used to calculate the upper limit of green electricity that a smart rail object can occupy based on the green electricity that can be allocated in a single charging event and the actual operation attribution of the vehicle after charging. The green electricity occupancy verification module is used to verify the green electricity occupancy of a project based on the upper limit of green electricity that can be occupied by the smart rail object.

[0016] Thirdly, the present invention provides an electronic device, comprising: At least one processor; and a memory communicatively connected to said at least one processor; The memory stores instructions that can be executed by the at least one processor, and the at least one processor executes the instructions stored in the memory to perform the above-described method.

[0017] Fourthly, the present invention provides a computer-readable storage medium for storing instructions that, when executed, cause the above-described method to be implemented.

[0018] Fifthly, the present invention provides a computer program product that, when invoked by a computer, causes the computer to execute the above-described method.

[0019] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are: This invention can calculate the upper limit of green electricity that a smart rail object can occupy within the accounting period based on the physical metering data of shared charging stations, vehicle charging events, and subsequent vehicle operation records. This invention can convert the total green electricity of a shared charging station into the available green electricity on the charging side, reducing the situation where the green electricity consumed by auxiliary loads within the station is included in the green electricity of vehicle charging. This invention can allocate green electricity from the charging side to specific intelligent rail vehicle charging events, and determine the allocation ratio based on the operating power consumption or operating mileage of the vehicle's subsequent service routes, depots, or other operating objects. This invention can reduce the situation where electricity charged but not subsequently consumed by operations is included in the green electricity occupancy limit of the object by the actual operational consumption ratio. This invention can output an excess conflict result when the green electricity usage of a project exceeds the upper limit of the green electricity that the object can use, and output a result to be verified when there is a lack of subsequent operation and ownership data for vehicles. Attached Figure Description

[0020] Figure 1 A flowchart of a method for verifying the green electricity occupancy of a smart rail shared charging station, provided as an embodiment of the present invention.

[0021] Figure 2 This is a schematic diagram of a green electricity occupancy verification device for a smart rail shared charging station, provided as an embodiment of the present invention.

[0022] Figure 3 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0024] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0025] like Figure 1 As shown in the figure, this embodiment of the invention provides a method for verifying the green electricity occupancy of a smart rail shared charging station, including the following steps: S101, Obtain time-slice energy metering data of shared charging stations.

[0026] (1) Divide the operating time of the shared charging station into several time slices, the first... Each time slice is recorded as:

[0027] in, For the first The start time of a time slice; The time slice length can be 5 minutes, 15 minutes, 1 hour, or other cycles supported by the charging station metering system. Each time slice is processed as a left-closed, right-open interval. When the end time of a charging event equals the start time of the next time slice, the corresponding amount of electricity at that time is counted in the previous time slice and is not counted again in the subsequent time slice.

[0028] (2) Calculate the total available green electricity within the time slice, including the photovoltaic system's power generation, the available purchased green electricity, and the traceable green electricity released by the energy storage system within the time slice, expressed as:

[0029] in: Indicates the first Total available green electricity at shared charging stations within a given time period, in units of .

[0030] Indicates the first The power generation of the photovoltaic system within a given time period. The power generation of this photovoltaic system comes from the photovoltaic inverter, photovoltaic meter, or photovoltaic monitoring system.

[0031] Indicates the first The available amount of purchased green electricity within a given time period. This available amount of purchased green electricity is derived from green electricity transaction settlement records, green electricity contract settlement records, electricity transaction settlement statements, or the electricity allocation results corresponding to green certificates.

[0032] Indicates the first The traceable green electricity released by the energy storage system within a given time period. This traceable green electricity is derived from the energy storage converter, energy storage meter, energy storage charge / discharge records, and energy storage charging source records. Only when the energy storage system can provide discharge volume and corresponding charging source records, and can prove that the discharge volume originated from photovoltaic power or purchased green electricity, will this portion of the electricity be included in the calculation. When an energy storage system cannot prove that its discharge originates from green electricity, it should take... .

[0033] Among them, in calculating the first Total green electricity available within a given time period Previously, the power generation of photovoltaic systems, the available amount of purchased green electricity, and the traceable green electricity released by energy storage systems underwent source deduplication, adhering to the principle of not counting the same energy source, the same metering period, and the same voucher number repeatedly. For example, if the same source of green electricity has already been counted as power generation of the photovoltaic system... If included, the corresponding green certificate electricity volume will no longer be considered as the available amount of purchased green electricity. Duplicate counting. If the same amount of purchased green electricity has already been recorded through electricity trading settlement records, the corresponding green certificate electricity will not be counted again.

[0034] (3) Obtain the first Electricity consumption of non-vehicle charging load at shared charging stations within a specific time frame. The electricity consumption of non-vehicle charging loads at this shared charging station comes from the station's sub-meters, auxiliary meters, or the station-level energy consumption metering system.

[0035] (4) When the shared charging station does not have separate metering for non-vehicle charging loads, obtain the first... Total electricity consumption at shared charging stations within a given time frame The total electricity consumption of this shared charging station is derived from the station's main electricity meter or the station's energy consumption metering system.

[0036] (5) When purchased green electricity or green certificates only provide a calculation period When the total charging power of the intelligent rail transit vehicles is not available, and time-of-use settlement data is not available, the calculation period is used as the basis. The total charging capacity of the intelligent rail transit vehicles is calculated on a periodic basis, representing the available green electricity on the charging side as follows:

[0037] in, Indicates the accounting cycle Available green electricity on the internal charging side Indicates the accounting cycle Total available green electricity in the region Indicates the accounting cycle Total charging capacity of the intelligent rail transit vehicles. Indicates the accounting cycle Electricity consumption of non-vehicle charging load at shared charging stations within the premises.

[0038] (6) When the accounting cycle cannot be obtained Electricity consumption of non-vehicle charging load at shared charging stations However, it is possible to obtain the accounting cycle. Total electricity consumption at the shared charging station level At that time, the total electricity consumption of shared charging stations and the total electricity consumption of intelligent rail vehicles within the accounting period are calculated according to the following formula. Available green electricity on the internal charging side:

[0039] It should be noted that when using the total periodic calculation, the verification result is marked as a periodic verification result, not as a time-sharing actual measurement verification result.

[0040] S102, split the intelligent rail vehicle charging event into time slices and calculate the total charging amount within the time slice.

[0041] (1) Obtain intelligent rail vehicle charging events from the charging pile metering system or charging station management system; A charging event is recorded as:

[0042] in: Indicates the first The vehicle ID number associated with each charging event. This vehicle ID number is derived from the vehicle identification system, vehicle communication system, charging order, or operation dispatch system.

[0043] Indicates the first The charging pile number associated with each charging event. This charging pile number is derived from the charging pile metering system or the charging station management system.

[0044] Indicates the first The start time of a charging event.

[0045] Indicates the first The end time of a charging event.

[0046] Indicates the first The charging amount of each charging event, in units of .

[0047] Among these measures, the measurement standards for vehicle charging power and vehicle operating power consumption should be standardized before calculation. If the... Charging amount of a charging event If the DC power output from the charging station to the vehicle is the value, then use that value directly. If the... Charging amount of a charging event If the electricity is metered on the AC side, transformer side, or charging station input side, it is converted into the amount of electricity charged to the vehicle side according to the charging efficiency parameters. The charging efficiency parameters are derived from charger metering records, equipment factory parameters, operation and maintenance test data, or energy consumption statistics ledgers of the operating unit.

[0048] (2) When a charging event spans multiple time slices, the charging event is split into corresponding time slices and the total charging capacity within the time slice is calculated.

[0049] When a charging station can provide a time-of-use (TOU) power consumption curve, the TOU power consumption curve should be used first to determine the first charging station. The charging event is in the first Charging power within a time slice Specifically, read the first... The charging event is in the first The charging amount corresponding to each time slice is calculated by summing up the charging amounts corresponding to each curve sampling interval within that time slice. If a sampling interval spans adjacent time slices, then only the samples falling within that sampling interval will be processed. The portion of each time slice is counted as part of the charging capacity based on its time proportion. .

[0050] When the charging station cannot provide a time-of-use power curve, the first time is determined according to the time overlap ratio. The charging event is in the first Charging power within a time slice :

[0051] in, Indicates the first The charging event is assigned to the first The amount of charge generated per time slice, in units of .

[0052] (3) Calculate the first Total charging capacity within the time slice:

[0053] in, Indicates the first The total charging amount of all intelligent rail transit vehicle charging events within a given time frame, in units of .

[0054] S103 calculates the allocatable green electricity for a single charging event based on time-slice energy metering data and the total charging power within the time slice.

[0055] (1) Based on the time-slice energy metering data obtained in step S101 and the total charging capacity within the time slice obtained in step S102, calculate the first... The amount of green electricity available on the charging side that can be allocated to vehicle charging events within a time slice. : (a) When a shared charging station has separate metering for non-vehicle charging loads, the total charging volume within the time slice is used as the basis for measurement. Electricity consumption of non-vehicle charging load at shared charging stations The following formula is used to calculate the first... Available green electricity on the charging side within a time slice:

[0056] in, Indicates the first The amount of green electricity available on the charging side that can be allocated to vehicle charging events within a time slice, in units of The above formula uses a conservative approach, prioritizing the deduction of auxiliary loads, to avoid including the green electricity potentially consumed by auxiliary loads within the station in the available green electricity on the vehicle charging side. If the shared charging station has green electricity metering data for the vehicle charging branch, this data can be directly used as the basis for calculation. .

[0057] (b) When a shared charging station does not have separate metering for non-vehicle charging loads, but has station-level total power consumption metering, the total charging power within the time slice shall be used. Total electricity consumption at shared charging stations The available green electricity on the charging side is calculated based on the proportion of vehicle charging electricity to the total electricity consumption of the station:

[0058] in, Indicates the first Total electricity consumption at the shared charging station level within a given time period, in units of .

[0059] (c) The first [item] will be [subject to further action] when any of the following conditions are met. Each time slice is marked as pending verification, and the available green electricity on the charging side within that time slice is not automatically calculated. : Condition 1 is the total electricity consumption at the shared charging station level. ; Condition 2 is the total electricity consumption at the shared charging station level. ; Condition 3 is the total charging capacity within the time slice. ; Condition 4 is the total amount of green electricity available within the time slice. ; Condition five is ; in, This indicates the permissible error for station-level measurement, in units of... The allowable error for station-level measurement. The accuracy of the metering can be determined based on the metering accuracy of the station-level electricity meter, the charging pile electricity meter, and the auxiliary electricity meter, or it can be determined by the metering management rules or project monitoring plan of the operating unit.

[0060] (d) When a shared charging station has neither sub-metering of non-vehicle charging load nor metering of total electricity consumption at the station level, the green electricity occupancy verification at the charging event level will not be performed, and the verification result will be output.

[0061] (2) Based on the first The amount of green electricity available on the charging side that can be allocated to vehicle charging events within a time slice. Total charging capacity within the time slice Calculate the first The proportion of green electricity allocation on the charging side within a time slice :

[0062] in, Indicates the first The proportion of green electricity that can be allocated to the charging power of intelligent rail vehicles within a given time frame.

[0063] (3) Based on the first The proportion of green electricity allocation on the charging side within a time slice and the The charging event is assigned to the first Charging power per time slice Calculate the first The charging event is in the first Green electricity available for allocation within a time slice:

[0064] in, Indicates the first The charging event is in the first The amount of green electricity that can be allocated within a time slice, in units of .

[0065] (4) Based on the first The charging event is in the first The amount of green electricity that can be allocated within the first time slice is calculated. The amount of green electricity that can be allocated during the entire charging process for each charging event:

[0066] in, Indicates the first The distributable green electricity for each charging event during the entire charging process, in units of .

[0067] S104, based on the allocatable green electricity for a single charging event and the actual operational ownership of the vehicle after charging, calculate the upper limit of green electricity that a smart rail object can occupy.

[0068] (1) According to the first Vehicle number in the charging incident The system retrieves the subsequent operational records of the corresponding vehicle after this charging event. These records are sourced from the intelligent rail transit integrated dispatch system, operation map system, vehicle positioning system, TCMS system, BMS system, or vehicle energy consumption statistics system. The subsequent operational records include at least the vehicle number, route number, shift number, operation start time, operation end time, and operating mileage or energy consumption.

[0069] (2) Determine the first The subsequent operation window corresponding to each charging event; the start time of the subsequent operation window is the end time of the charging event. When a next charging record exists, the end time of the subsequent operation window is preferentially taken as the start time of the next charging event for that vehicle; when no next charging record exists, the earliest of the following times is taken as the end time of the subsequent operation window: the difference between the vehicle's SOC and the SOC before this charging is less than a preset threshold. The time, the end time of vehicle operation for the day, and the end time of the accounting cycle. Among them, This is the threshold for SOC regression judgment.

[0070] (3) Based on the subsequent operation records in the subsequent operation window, determine the smart rail object for this charging event service. The smart rail object This includes routes, depots, stations, charging stations, vehicles, or the operating entities explicitly listed in carbon neutrality declarations, carbon asset declarations, zero-carbon route evaluations, depot carbon neutrality reports, or corporate carbon inventory project boundary documents.

[0071] (4) Calculate the first Each charging event can allocate green electricity, which belongs to the smart rail object. Ratio: (a) When a vehicle serves only one intelligent rail transit object within a subsequent operating window, the first... Each charging event can allocate green electricity, which belongs to the smart rail object. The ratio is:

[0072] (b) When a vehicle serves multiple smart rail transit objects within a subsequent operating window, and the operating power consumption of each smart rail transit object can be obtained, the first intelligent rail transit object shall be determined based on its operating power consumption. Each charging event can allocate green electricity, which belongs to the smart rail object. Ratio:

[0073] in: Indicates the first Each charging event can allocate green electricity, which belongs to the smart rail object. The proportion.

[0074] This indicates that the vehicle will serve the intelligent rail transit users within the subsequent operating window. Power consumption during operation, in units of .

[0075] (c) When the operating power consumption of a sub-intelligent rail transit system cannot be obtained, but the operating mileage of the sub-intelligent rail transit system can be obtained, the first [unit / item] shall be determined according to the operating mileage. Each charging event can allocate green electricity, which belongs to the smart rail object. Ratio:

[0076] in, This indicates that the vehicle will serve the intelligent rail transit users within the subsequent operating window. Operating mileage at time, in units .

[0077] (d) Power consumption when the intelligent rail system is in operation Or the operational mileage of smart rail transit systems At that time, the first step is not calculated. Each charging event can allocate green electricity, which belongs to the smart rail object. proportion and the first The charging event is marked as pending verification.

[0078] (5) Calculate the first The actual operational consumption ratio of each charging event within the subsequent operational window: (a) When the power consumption of the intelligent rail transit system can be obtained, based on the power consumption of the system... and charging capacity Calculate the following formula: The actual operational consumption ratio of each charging event within the subsequent operational window :

[0079] in, Indicates the first The percentage of charging events that were actually consumed during subsequent operational periods. This is used to reduce situations where charging power that has not yet been consumed by subsequent operations is included in the target's green electricity usage limit.

[0080] (b) When the energy consumption of a specific intelligent rail transit system cannot be obtained, but the operating mileage of that system can be obtained, the energy consumption per unit mileage of the vehicle shall be used as the basis for calculation. The operating mileage is converted into operating power consumption, and then, based on the operating power consumption and charging power, the actual operating consumption ratio of the charging event within the subsequent operating window is calculated; the mileage conversion formula is as follows:

[0081] in, This indicates the energy consumption per unit distance of the vehicle, in units of... The vehicle's energy consumption per unit mile is derived from the vehicle's BMS system, TCMS system, vehicle energy consumption statistics system, or historical energy consumption statistics ledger for the same vehicle model. Specifically, when using vehicle energy consumption per unit mile... Converted to operating power consumption, but Or unable to obtain At that time, no mileage conversion will be performed, and the first The charging event is marked as pending verification.

[0082] (4) According to the first The actual operational consumption ratio of each charging event within the subsequent operational window and the Distributable green electricity during the entire charging process Calculate the first Attributable green electricity for each charging event:

[0083] in, Indicates the first The green electricity that can be attributed to subsequent operators in a charging event is expressed in units of... .

[0084] When neither the power consumption nor the mileage of the smart rail transit system can be obtained, the charging event will not be automatically assigned and will be marked as pending verification.

[0085] (5) According to the first Each charging event can allocate green electricity, which belongs to the smart rail object. proportion and the Attributable green electricity for each charging event Calculate intelligent rail transit objects During the accounting cycle The maximum amount of green electricity that can be used within the area:

[0086] in, Represents intelligent rail transit objects During the accounting cycle The maximum amount of green electricity that can be used within the area, in units of .

[0087] Accounting cycle It is determined by carbon neutrality declarations, carbon asset declarations, zero-carbon line evaluations, depot carbon neutrality reports, or corporate carbon inventory projects. This includes all or part of the charging capacity falling into the accounting cycle. The intelligent rail transit vehicle charging event. If a charging event crosses the boundary of the calculation cycle, first, according to step S102, the charging event is split into the corresponding time slices, and then only the events falling within the calculation cycle are included. Time slice power included The calculation range.

[0088] S105, Verify the green electricity usage of the project based on the upper limit of green electricity that can be occupied by the intelligent rail object.

[0089] Get Project For intelligent rail transit targets During the accounting cycle Green electricity usage of projects within The unit is The green electricity usage data for this project comes from carbon neutrality declaration data sheets, carbon asset declaration data sheets, zero-carbon line evaluation data sheets, depot carbon neutrality data sheets, enterprise carbon inventory data sheets, or project monitoring data sheets.

[0090] Before verification, the green energy usage of the project was uniformly converted to... When project data is... When indicating, press Conversion. When project data is expressed in terms of the number of green certificates, it is converted according to the electricity consumption stated on the corresponding green certificate. When project data is only in If the corresponding green electricity amount cannot be deduced, automatic verification will not be performed, and the result to be verified will be output.

[0091] When only one project occupies the smart rail object When calculating the green electricity usage, the difference between the project's green electricity usage and the upper limit of green electricity that the smart rail system can use is checked to see if it exceeds the metering allowable error, i.e., the following steps are performed:

[0092] in, Indicates the allowable measurement error, in units of The allowable error of this measurement. The accuracy of the electricity metering device used in the project, the carbon neutrality declaration data sheet, or the carbon asset project monitoring plan shall be determined accordingly.

[0093] When the above inequality holds true, i.e. the measurement error does not exceed the allowable error, the output result shows no over-occupancy.

[0094] When the above inequality does not hold, i.e., the metering error exceeds the allowable error, the output green electricity occupancy amount will result in an excessive conflict.

[0095] When multiple projects simultaneously occupy the intelligent rail transit object When calculating the green electricity usage of the same shared charging station, the cumulative green electricity usage of all projects is calculated:

[0096] implement:

[0097] When the above inequality holds, the output will show no cumulative green electricity over-occupancy result.

[0098] When the above inequality does not hold, the output will show an excess conflict result for the cumulative green electricity usage.

[0099] When there is a charging event to be verified in step S104, and the charging event to be verified affects the intelligent rail transit object. When the maximum amount of green electricity that can be used is reached, output the result to be verified.

[0100] In this invention, the output verification result includes at least the object number. Accounting cycle Project Number Green electricity usage of the project Smart rail vehicles can occupy the maximum amount of green electricity. Cumulative green electricity usage Measurement tolerance The verification status of charging events. Verification status includes no over-use, over-use conflict of green electricity, over-use conflict of cumulative green electricity, and pending verification.

[0101] Example 1: A smart rail shared charging station in a 1-hour time slot It contains records of photovoltaic system power generation, available purchased green electricity, energy storage discharge, and station auxiliary power consumption.

[0102] The photovoltaic inverter records show:

[0103] The available amount of purchased green electricity, allocated to this time slice, is as follows:

[0104] The energy storage system cannot prove that the discharge during this time slot originated from green electricity; therefore, a traceable amount of green electricity released by the energy storage system should be provided.

[0105] The sub-meter for station electricity consumption shows the following electricity consumption for non-vehicle charging load:

[0106] The total charging capacity of the intelligent rail vehicles during this period was:

[0107] First, calculate the total available green electricity:

[0108] Next, calculate the available green electricity on the charging side:

[0109] There were two intelligent rail vehicle charging events in the video.

[0110] The charging capacity of vehicle A is:

[0111] Vehicle B's charging capacity is:

[0112] Calculate the green electricity allocation ratio on the charging side:

[0113] Calculate the amount of green electricity that can be allocated to vehicle A for the corresponding charging event:

[0114] Calculate the available green electricity for the charging event corresponding to vehicle B:

[0115] Vehicle A will serve the T1 line exclusively after charging, and its subsequent operational electricity consumption will not be less than the electricity consumed during this charging. Set the attribution ratio and the actual operational consumption ratio:

[0116]

[0117] Vehicle B will serve line T1 for 60% of its operating mileage and line T4 for 40% after charging. Since line-specific energy consumption data is unavailable, the allocation ratio will be based on operating mileage.

[0118]

[0119] The actual electricity consumption of vehicle B before the next charging is calculated as follows: The charging capacity for this charge is Calculate the actual operating consumption ratio:

[0120] Calculate the amount of green electricity that vehicle A can be allocated:

[0121] Calculate the amount of green electricity that vehicle B can be allocated:

[0122] Calculate the maximum amount of green electricity that can be used by line T1 in this time slice:

[0123] Calculate the maximum amount of green electricity that can be used by line T4 in this time slot:

[0124] If the T1 line carbon neutrality declaration reports the green electricity usage during the corresponding period of this time slice as follows:

[0125] And the allowable measurement error is:

[0126] judge:

[0127] Output T1 line green power usage exceeds limit, causing a conflict.

[0128] Example 2: A shared charging station in a calculation cycle The calculations have been completed according to steps S101 to S104.

[0129] Get the maximum amount of green electricity that can be used by the vehicle depot object:

[0130] Depot carbon neutrality declaration occupancy:

[0131] The corporate carbon inventory report also recorded the green electricity usage of the same entity and the same period as follows:

[0132] Calculate the cumulative occupancy:

[0133] judge:

[0134] Output of cumulative green electricity usage exceeds the limit, causing a conflict.

[0135] Example 3: Vehicle C completes charging at a shared charging station.

[0136] The available green electricity for this charging event is calculated based on the charging pile's metering records.

[0137] Attempts were made to obtain the route operation records of vehicle C after charging; however, the integrated dispatch system lacked subsequent route records for this vehicle; the BMS and TCMS did not provide sub-route operating power consumption data for route attribution; and the positioning system also failed to provide complete operating mileage. Therefore, the attribution ratio could not be calculated. Mark the charging event as pending verification. If the green electricity usage of a project depends on the green electricity usage of this charging event, output the pending verification result.

[0138] Based on the same technological concept, such as Figure 2 As shown, this embodiment of the invention also provides a device for verifying the green electricity occupancy of a smart rail shared charging station, comprising: The time-slice energy metering data acquisition module is used to acquire time-slice energy metering data of shared charging stations; The charging event splitting module is used to split the intelligent rail vehicle charging events into time slices and calculate the total charging amount within the time slice; The green electricity allocation module for charging events is used to calculate the green electricity that can be allocated for a single charging event based on the energy metering data of the time slice and the total charging power within the time slice. The subsequent operation attribution module is used to calculate the upper limit of green electricity that a smart rail object can occupy based on the green electricity that can be allocated in a single charging event and the actual operation attribution of the vehicle after charging. The green electricity occupancy verification module is used to verify the green electricity occupancy of a project based on the upper limit of green electricity that can be occupied by the smart rail object.

[0139] The working principle of each functional module in the above device can be referred to the description in the foregoing method embodiments, and will not be repeated here.

[0140] Based on the same technical concept, embodiments of the present invention also provide an electronic device that can implement the green electricity occupancy verification method for intelligent rail shared charging stations provided in the above embodiments of the present invention. In one embodiment, the electronic device can be a server, a terminal device, or other electronic devices. Figure 3 As shown, the electronic device may include: At least one processor and a memory connected to the at least one processor. In this embodiment of the invention, the specific connection medium between the processor and the memory is not limited. Figure 3 The example used is the connection between the processor and memory via a bus. The bus... Figure 3 The connections between other components are indicated by thick lines and are for illustrative purposes only, not as limiting information. Buses can be divided into address buses, data buses, control buses, etc., but for ease of representation, [the specific bus type is not shown here]. Figure 3 The processor is represented by a single thick line, but this does not imply that there is only one bus or one type of bus. Alternatively, a processor can also be called a controller; there are no restrictions on the name.

[0141] In this embodiment of the invention, the memory stores instructions that can be executed by at least one processor. By executing the instructions stored in the memory, at least one processor can execute the green electricity occupancy verification method for a smart rail shared charging station described above.

[0142] The processor is the control center of the device. It can connect to various parts of the control device through various interfaces and lines. By running or executing instructions stored in memory and calling data stored in memory, it can monitor the device's various functions and process data, thereby enabling overall monitoring of the device.

[0143] In an alternative design, the processor may include one or more processing units. The processor may integrate an application processor and a modem processor, wherein the application processor primarily handles the operating system, user interface, and applications, while the modem processor primarily handles wireless communication. It is understood that the modem processor may also not be integrated into the processor. In some embodiments, the processor and memory may be implemented on the same chip; in some embodiments, they may also be implemented separately on separate chips.

[0144] The processor can be a general-purpose processor, such as a CPU, digital signal processor, application-specific integrated circuit, field-programmable gate array or other programmable logic device, discrete gate or transistor logic device, or discrete hardware component, capable of implementing or executing the methods, steps, and logic block diagrams disclosed in the embodiments of this invention. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the green electricity occupancy verification method for intelligent rail shared charging stations disclosed in the embodiments of this invention can be directly manifested as execution by a hardware processor, or execution by a combination of hardware and software modules within the processor.

[0145] Memory, as a non-volatile computer-readable storage medium, can be used to store non-volatile software programs, non-volatile computer-executable programs, and modules. Memory can include at least one type of storage medium, such as flash memory, hard disk, multimedia card, card-type memory, random access memory (RAM), static random access memory (SRAM), programmable read-only memory (PROM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), magnetic memory, magnetic disk, optical disk, etc. Memory is any other medium capable of carrying or storing desired program code in the form of instructions or data structures, and accessible by a computer, but is not limited thereto. In embodiments of the present invention, memory can also be a circuit or any other device capable of implementing storage functions, used to store program instructions and / or data.

[0146] By designing and programming the processor, the code corresponding to the green electricity occupancy verification method for a smart rail shared charging station described in the foregoing embodiments can be embedded into the chip, enabling the chip to execute the steps of the method described in the foregoing embodiments during operation. How to design and program the processor is a technique well-known to those skilled in the art and will not be elaborated upon here.

[0147] Based on the same inventive concept, embodiments of the present invention also provide a storage medium storing computer instructions, which, when executed on a computer, cause the computer to perform a method for verifying the green electricity occupancy of a smart rail shared charging station as described above.

[0148] In some alternative embodiments, the present invention also provides a method for verifying the green electricity occupancy of a smart rail shared charging station, which can also be implemented in the form of a program product, including program code. When the program product is run on a device, the program code is used to cause the control device to perform the steps in the method for verifying the green electricity occupancy of a smart rail shared charging station according to various exemplary embodiments of the present invention as described above.

[0149] It should be noted that although several units or sub-units of the apparatus have been mentioned in the detailed description above, this division is merely exemplary and not mandatory. In fact, according to embodiments of the invention, the features and functions of two or more units described above can be embodied in one unit. Conversely, the features and functions of one unit described above can be further divided and embodied by multiple units. Furthermore, although the operation of the method of the invention is described in a specific order in the drawings, this does not require or imply that these operations must be performed in that specific order, or that all the operations shown must be performed to achieve the desired result. Additionally or alternatively, certain steps may be omitted, multiple steps may be combined into one step, and / or one step may be broken down into multiple steps.

[0150] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0151] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a server, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0152] Program code for performing the operations of this invention can be written using any combination of one or more programming languages, including object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0153] In cases involving remote computing devices, the remote computing device can be connected to the user's computing device via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0154] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0155] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0156] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

[0157] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for verifying the green electricity occupancy of a smart rail shared charging station, characterized in that, include: Obtain time-slice energy metering data from shared charging stations; The intelligent rail vehicle charging event is divided into time slices and the total charging amount within the time slice is calculated. Based on time-slice energy metering data and total charging power within the time slice, calculate the green power that can be allocated for a single charging event. Based on the allocatable green electricity in a single charging event and the actual operational ownership of the vehicle after charging, the upper limit of green electricity that a smart rail object can occupy is calculated. Verify the green electricity usage limit of the project based on the green electricity usage limit of the smart rail object.

2. The method for verifying the green electricity occupancy of intelligent rail shared charging stations according to claim 1, characterized in that, The acquisition of time-slice energy metering data for shared charging stations includes: The operating time of shared charging stations is divided into several time slices; Calculate the total available green electricity within the time slice, including the photovoltaic system's power generation, the available purchased green electricity, and the traceable green electricity released by the energy storage system within the time slice; Get the electricity consumption of non-vehicle charging loads at shared charging stations within the time slice; When a shared charging station does not have separate metering for non-vehicle charging loads, the total electricity consumption at the station level within the time slice is obtained. When the purchased green electricity or green certificate only provides the total charging electricity of the intelligent rail vehicle within the accounting period and the time-of-use settlement data cannot be obtained, the available amount of green electricity on the charging side shall be calculated according to the period-level caliber. When the electricity consumption of non-vehicle charging load of shared charging stations within the accounting period cannot be obtained, but the total electricity consumption of shared charging stations within the accounting period can be obtained, the available amount of green electricity on the charging side within the accounting period is calculated based on the total electricity consumption of shared charging stations within the accounting period and the total electricity consumption of intelligent rail vehicles.

3. The method for verifying the green electricity occupancy of intelligent rail shared charging stations according to claim 2, characterized in that, The step of splitting the intelligent rail vehicle charging event into time slices and calculating the total charging amount within each time slice includes: Acquire intelligent rail vehicle charging events, including the vehicle number, charging pile number, start time, end time, and charging amount of the charging event; When a charging event spans multiple time slices, the charging event is split into corresponding time slices, and the total charging capacity within each time slice is calculated, where: When the charging station can provide a time-sharing power curve, the time-sharing power curve is used to determine the charging power of a charging event within a time slice. When the charging station cannot provide a time-sharing power curve, the charging power of the charging event within the time slice is determined according to the time overlap ratio. Based on the charging amount of each charging event within a time slice, calculate the total charging amount of all intelligent rail transit vehicle charging events within that time slice.

4. The method for verifying the green electricity occupancy of intelligent rail shared charging stations according to claim 3, characterized in that, The calculation of allocable green electricity for a single charging event based on time-slice energy metering data and the total charging amount within the time slice includes: Based on the energy metering data of the step time slice and the total charging power within the time slice, calculate the amount of green electricity available on the charging side that can be allocated to vehicle charging events within the time slice. Based on the available green electricity on the charging side that can be allocated to vehicle charging events within the time slice and the total charging capacity within the time slice, calculate the green electricity allocation ratio on the charging side within the time slice. Based on the green electricity allocation ratio of the charging side within the time slice and the charging amount of the charging event within the time slice, calculate the green electricity that can be allocated to the charging event within the time slice. Based on the amount of green electricity that can be allocated for a charging event within a time slice, calculate the amount of green electricity that can be allocated for a charging event throughout the entire charging process.

5. The method for verifying the green electricity occupancy of intelligent rail shared charging stations according to claim 4, characterized in that, The amount of green electricity available on the charging side that can be allocated to vehicle charging events within the calculation time slice includes: When a shared charging station has separate metering for non-vehicle charging loads, the available green electricity on the charging side within the time slice is calculated based on the total charging power and the electricity consumption of the non-vehicle charging load of the shared charging station within the time slice. When a shared charging station does not have separate metering for non-vehicle charging loads, but has station-level total electricity consumption metering, the available green electricity on the charging side within the time slice is calculated based on the total charging power and the total electricity consumption of the shared charging station within the time slice. The time slice will be marked as pending verification and the available green electricity on the charging side within the time slice will not be automatically calculated if any of the following conditions are met: Condition 1 is the total electricity consumption at the shared charging station level. Condition two is the total electricity consumption at the shared charging station level. Condition 3 is the total charging capacity within the time slice. Condition four is the total amount of green electricity available within the time slice. Condition five is ;in, Indicates the allowable error for station-level measurement; When a shared charging station has neither sub-metering of non-vehicle charging load nor station-level total electricity consumption metering, the green electricity occupancy verification at the charging event level will not be performed.

6. The method for verifying the green electricity occupancy of intelligent rail shared charging stations according to claim 5, characterized in that, The calculation of the upper limit of green electricity that a smart rail object can occupy, based on the allocatable green electricity in a single charging event and the actual operational ownership of the vehicle after charging, includes: According to the The vehicle number in the charging event is used to obtain the subsequent operation records of the corresponding vehicle after the charging event. The subsequent operation window corresponding to the charging event is determined; the start time of the subsequent operation window is the end time of the charging event; when there is a next charging record, the end time of the subsequent operation window is preferentially taken as the start time of the next charging event of the vehicle; when there is no next charging record, the earliest of the following times is taken as the end time of the subsequent operation window: the time when the difference between the vehicle's SOC and the SOC before this charging is less than a preset threshold, the end time of the vehicle's operation on the same day, and the end time of the accounting cycle; Based on the subsequent operation records in the subsequent operation window, determine the smart rail object for this charging event service; Calculate the proportion of green electricity allocated to smart rail objects during charging events; Calculate the actual operational consumption ratio of charging events within the subsequent operational window; The attributable green electricity of a charging event is calculated based on the actual operational consumption ratio of the charging event within the subsequent operational window and the allocatable green electricity of the charging event throughout the entire charging process. Based on the proportion of green electricity allocated to smart rail objects for charging events and the amount of green electricity that can be attributed to charging events, the upper limit of green electricity that smart rail objects can occupy during the accounting period is calculated.

7. The method for verifying the green electricity occupancy of intelligent rail shared charging stations according to claim 6, characterized in that, The proportion of green electricity allocated to smart rail objects for each charging event includes: When a vehicle serves only one intelligent rail transit object within a subsequent operating window, the first... The proportion of green electricity allocated to the smart rail object for each charging event is 1. When a vehicle serves multiple smart rail transit objects within a subsequent operating window, and the operating power consumption of each smart rail transit object can be obtained, the proportion of green electricity allocated to the smart rail transit object for the charging event is determined according to the operating power consumption. When the power consumption of a smart rail vehicle cannot be obtained, but the operating mileage of the smart rail vehicle can be obtained, the proportion of the green electricity allocated to the charging event is determined according to the operating mileage. When the power consumption of a smart rail transit system is 0 or the operating mileage of the smart rail transit system is 0, the proportion of green electricity allocated to the smart rail transit system for the charging event is not calculated, and the charging event is marked as pending verification.

8. The method for verifying the green electricity occupancy of a smart rail shared charging station according to claim 7, characterized in that, The calculation of the actual operational consumption ratio of the charging event within the subsequent operational window includes: When the power consumption of the intelligent rail transit system can be obtained, the actual operational consumption ratio of the charging event in the subsequent operational window can be calculated based on the power consumption and charging power. When the operating power consumption of a specific smart rail transit system cannot be obtained, but the operating mileage can be obtained, the operating mileage is converted into operating power consumption based on the energy consumption per unit mileage of the vehicle. Then, based on the operating power consumption and the charging power, the actual operating consumption ratio of the charging event in the subsequent operating window is calculated. If the operating power consumption is converted into operating power consumption using the energy consumption per unit mileage of the vehicle, but the energy consumption per unit mileage of the vehicle is less than or equal to 0 or the energy consumption per unit mileage of the vehicle cannot be obtained, the mileage conversion is not performed, the charging event is marked as pending verification, and the pending verification result is output.

9. The method for verifying the green electricity occupancy of a smart rail shared charging station according to claim 8, characterized in that, The green electricity usage of the project based on the green electricity limit verification of the smart rail object includes: Obtain the green energy consumption of the smart rail project within the accounting period; When only one project occupies the green electricity of the smart rail object, calculate whether the difference between the green electricity occupied by the project and the upper limit of the green electricity that the smart rail object can occupy exceeds the metering allowable error. If it does not exceed the metering allowable error, output the result of no over-occupancy; otherwise, output the result of green electricity over-occupancy conflict. When multiple projects simultaneously occupy the green electricity corresponding to the smart rail object or the same shared charging station, calculate the cumulative green electricity occupation of all projects; calculate whether the difference between the cumulative occupation of all projects and the upper limit of green electricity that the smart rail object can occupy exceeds the metering allowable error. If it does not exceed the metering allowable error, output the result of no cumulative green electricity over-occupancy; otherwise, if it exceeds the metering allowable error, output the result of cumulative green electricity over-occupancy conflict.

10. A device for verifying the green electricity occupancy of a smart rail shared charging station, characterized in that, include: The time-slice energy metering data acquisition module is used to acquire time-slice energy metering data of shared charging stations; The charging event splitting module is used to split the intelligent rail vehicle charging events into time slices and calculate the total charging amount within the time slice; The green electricity allocation module for charging events is used to calculate the green electricity that can be allocated for a single charging event based on the energy metering data of the time slice and the total charging power within the time slice. The subsequent operation attribution module is used to calculate the upper limit of green electricity that a smart rail object can occupy based on the green electricity that can be allocated in a single charging event and the actual operation attribution of the vehicle after charging. The green electricity occupancy verification module is used to verify the green electricity occupancy of a project based on the upper limit of green electricity that can be occupied by the smart rail object.

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