Charging control method and device, energy management system and storage medium

Abstract

The application provides a charging control method and device, an energy management system and a storage medium. The method is applied to an energy management system in a passenger station energy system. The method comprises the following steps: obtaining vehicle scheduling information of the passenger station in the next business time to determine a plurality of charging task plans; obtaining weather information and date information of the next business time and maximum rated power provided by a power grid; determining maximum available charging power according to the weather information, the date information and the maximum rated power; updating the charging task plans according to current storage power and the maximum available charging power; and controlling a plurality of charging piles to charge passenger vehicles according to the updated charging task plans. In this way, the application determines and updates the charging task plans of the charging piles in the passenger station by obtaining the vehicle scheduling information, the weather information and the date information, so as to ensure that the real-time power of the passenger station does not exceed the maximum rated power, improve the stability of the power grid, and reduce the resource waste of the operation of the passenger station.

Description

Technical Field

[0001] This application relates to the field of energy storage technology, specifically to a charging control method, device, energy management system, and storage medium. Background Technology

[0002] Currently, traditional passenger stations serve as transportation hubs specifically for handling passenger transport services.

[0003] However, the daily operation of passenger stations inevitably requires the consumption of a large amount of electricity, and the continuous operation of high-power electrical equipment in passenger stations can easily cause instability in the power grid and result in a large amount of energy waste.

[0004] Therefore, there is an urgent need for a charging control method, device, energy management system, and storage medium to solve the above problems. Summary of the Invention

[0005] This application provides a charging control method, device, energy management system, and storage medium. By acquiring vehicle scheduling information, as well as the weather, date, and power grid supply status for the next business hours, the charging task plan for multiple charging piles in the passenger station is determined and updated, thereby improving the stability of the power grid and ensuring the balance of energy supply and demand in the passenger station.

[0006] In a first aspect, embodiments of this application provide a charging control method applied to an energy management system in a passenger station energy system. The passenger station energy system includes the energy management system and multiple charging piles, and the energy management system is communicatively connected to the multiple charging piles. The method includes:

[0007] Obtain the vehicle scheduling information of the passenger station for the next business hours. The vehicle scheduling information includes multiple vehicle information, and the vehicle information includes departure time, route and corresponding passenger vehicle number.

[0008] Based on the multiple train information, multiple charging task plans are determined, wherein each charging task plan corresponds to one charging pile, and any charging task plan is used to indicate the state period corresponding to each usage state of the corresponding charging pile in the next business time. The usage state includes energy storage state, working state, and idle state. The energy storage state is the usage state in which the charging pile occupies a preset energy storage power to perform the energy storage process.

[0009] Obtain the weather and date information for the next business hours, as well as the maximum rated power provided by the power grid;

[0010] Based on the weather information, the date information, and the maximum rated power, the maximum available charging power for the next business hours is determined, wherein the maximum available charging power refers to the safe power limit that the multiple charging piles can occupy at the same time;

[0011] The multiple charging task plans are updated based on the current stored power and the maximum available charging power, where the current stored power is the total power stored by the multiple charging piles at the current moment;

[0012] According to the updated multiple charging task plans, the multiple charging piles are controlled to charge the passenger vehicles.

[0013] Secondly, embodiments of this application provide a charging control device applied to an energy management system in a passenger station energy system. The passenger station energy system includes the energy management system and multiple charging piles, and the energy management system is communicatively connected to the multiple charging piles. The device includes:

[0014] The first acquisition unit is used to acquire the vehicle scheduling information of the passenger station in the next business hours. The vehicle scheduling information includes multiple vehicle information, and the vehicle information includes departure time, route and corresponding passenger vehicle number.

[0015] The first determining unit is used to determine multiple charging task plans based on the multiple train information, wherein each charging task plan corresponds to one charging pile, and any charging task plan is used to indicate the state period corresponding to each usage state of the corresponding charging pile in the next business time. The usage state includes energy storage state, working state, and idle state. The energy storage state is the usage state in which the charging pile occupies a preset energy storage power to perform the energy storage process.

[0016] The second acquisition unit is used to acquire the weather and date information for the next business hours, as well as the maximum rated power provided by the power grid;

[0017] The second determining unit is used to determine the maximum available charging power for the next business hours based on the weather information, the date information, and the maximum rated power, wherein the maximum available charging power refers to the upper limit of safe power that the multiple charging piles can occupy at the same time.

[0018] The control unit is configured to update the plurality of charging task plans based on the current stored power and the maximum available charging power, wherein the current stored power is the total power stored in the plurality of charging piles at the current moment; and to control the plurality of charging piles to charge the passenger vehicle according to the updated plurality of charging task plans.

[0019] Thirdly, embodiments of this application provide an energy management system, including a processor, a memory, and one or more programs, the one or more programs being stored in the memory and configured to be executed by the processor, the programs including instructions for performing the steps as described in the first aspect of embodiments of this application.

[0020] Fourthly, embodiments of this application provide a computer-readable storage medium having a computer program / instructions stored thereon, which, when executed by a processor, implement the steps in the first aspect of embodiments of this application.

[0021] Fifthly, embodiments of this application provide a computer program product, including a computer program / instructions, which, when executed by a processor, implement some or all of the steps described in the first aspect of embodiments of this application.

[0022] As can be seen, in this embodiment, the energy management system determines the charging task plan for multiple charging piles in the passenger station by obtaining vehicle scheduling information for the next business hour; then, it updates the charging task plan based on weather information, date information, and the maximum rated power provided by the power grid for the next business hour. Thus, this embodiment ensures that the real-time power of the passenger station operation will not exceed the maximum rated power provided by the power grid, improving grid stability. Furthermore, the energy storage function of the charging piles allows for dynamic capacity expansion of the passenger station, effectively reducing resource waste during passenger station operation. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a structural block diagram of a passenger station energy system provided in an embodiment of this application;

[0025] Figure 2 This is a schematic flowchart of a charging control method provided in an embodiment of this application;

[0026] Figure 3 This is a schematic diagram of a passenger station vehicle schedule provided in an embodiment of this application;

[0027] Figure 4 This is a schematic diagram of a task allocation scenario provided in an embodiment of this application;

[0028] Figure 5This is a schematic diagram of a passenger station energy system provided in an embodiment of this application;

[0029] Figure 6a This is a functional unit block diagram of a charging control device provided in an embodiment of this application;

[0030] Figure 6b This is a functional unit block diagram of another charging control device provided in the embodiments of this application;

[0031] Figure 7 This is a structural block diagram of an energy management system provided in an embodiment of this application. Detailed Implementation

[0032] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0033] The terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses.

[0034] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0035] Please see Figure 1 , Figure 1 This is a structural block diagram of a passenger station energy system provided in an embodiment of this application. Figure 1As shown, the passenger station energy system 100 includes an energy management system 110 and charging piles 120, which are communicatively connected. The energy management system 110 determines the charging task plan corresponding to the charging piles 120 by obtaining vehicle scheduling information for the next operating hour. This charging task plan ensures that the charging piles charge passenger vehicles to meet the vehicle scheduling requirements. Subsequently, the energy management system 110 updates the charging task plan based on the date information, weather information, and the maximum rated power provided by the power grid for the next operating hour. The energy management system 110 then controls the charging piles 120 to charge passenger vehicles according to the updated charging task plan, ensuring that the actual operation of the passenger station does not exceed the maximum rated power provided by the power grid. The energy management system 110 can be a single server, a server cluster consisting of several servers, or a cloud computing service center. The charging piles 120 can be any type of charging pile product available on the market. An energy management system 110 can correspond to multiple charging piles 120 simultaneously, or the passenger station energy system 100 may include multiple energy management systems 110, with each energy management system 110 corresponding to one or more charging piles 120.

[0036] Based on this, the present application provides a charging control method, and the embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0037] Please see Figure 2 , Figure 2 This is a flowchart illustrating a charging control method provided in an embodiment of this application. The method is applied to the energy management system 110 in a passenger station energy system 100. The passenger station energy system 100 includes the energy management system 110 and multiple charging piles 120, and the energy management system 110 is communicatively connected to the multiple charging piles 120. The method includes:

[0038] Step S201: Obtain the vehicle scheduling information for the next business hours at the passenger station.

[0039] The vehicle scheduling information includes multiple vehicle information entries, each including departure time, route, and corresponding vehicle number. The next operating time is typically the period from the start to the end of the day's operation at the passenger station, usually from 6:00 AM to 7:00 PM, with no breaks on holidays. It is understood that in this application, the passenger vehicles corresponding to the vehicle numbers in the vehicle information are all electrically powered.

[0040] The Energy Management System (EMS) is a comprehensive system integrating software and hardware, used to monitor, control, and optimize the operation of the energy system. Its main functions include controlling power generation at passenger terminals, analyzing power grid structure, load allocation, and analyzing power system faults, among others, which are not limited here.

[0041] For example, please refer to Figure 3 , Figure 3 This is a schematic diagram of a passenger station vehicle schedule provided in an embodiment of this application. Figure 3 This image shows the vehicle schedule for the next operating hours at XXX passenger station. The schedule displays vehicle availability information. The image summarizes three vehicle information entries, each including a serial number, status, route, departure time, and vehicle number. The status is categorized as "normal" or "suspended." "Normal" means the bus can operate normally, while "suspended" means the bus is not running today. Passengers can use this schedule to plan their trips or find information about the bus they need.

[0042] Step S202: Determine multiple charging task plans based on multiple train information.

[0043] Each of the charging task plans corresponds to one of the charging piles. Each charging task plan is used to indicate the state period corresponding to each usage state of the corresponding charging pile in the next business hour. The usage state includes energy storage state, working state, and idle state. The energy storage state is the usage state in which the charging pile occupies a preset energy storage power to perform the process of storing electricity.

[0044] Based on train schedule information, the energy management system can determine which vehicles will travel which routes at what times, thereby inferring the amount of electricity required for each vehicle to complete the corresponding route and scheduling charging accordingly. Therefore, based on multiple train schedules, a charging task plan can be determined for each of the multiple charging stations in the passenger station. This charging task plan allows for the scheduling of the usage status and corresponding time periods for each charging station, ensuring that each vehicle has sufficient power to meet its travel needs, and also enabling the storage of electricity under specific circumstances. This stored electricity can be considered as being stored in pre-installed battery packs within the passenger station, which can be readily accessed by the energy management system for use by other electrical appliances.

[0045] In one possible example, determining multiple charging task plans based on the multiple train information includes: determining multiple estimated charging durations based on multiple operating routes and multiple train numbers in the multiple train information; determining multiple latest charging times based on the multiple estimated charging durations, multiple departure times, and a preset departure preparation time; determining charging periods for multiple charging tasks based on the multiple latest charging times and multiple estimated charging durations; allocating the multiple charging tasks to the multiple charging piles according to a task allocation strategy and preset usage status settings, and determining the usage status of each charging pile during non-working hours as either an energy storage state or an idle state to obtain the multiple charging task plans.

[0046] Each of the estimated charging durations corresponds to a vehicle number and a route, each vehicle number corresponds to a latest charging time, and the usage status of the charging pile corresponding to the charging period is the working status.

[0047] The task allocation strategy is a pre-defined allocation rule for determining the priority of the charging task, and the usage state setting conditions include: the duration of the working state or the energy storage state shall not exceed a first preset duration, and the duration of the idle state shall not be less than a second preset duration.

[0048] The preset departure preparation time is the time set by the staff of the passenger station or the energy management system based on historical experience, for waiting for passenger vehicles to arrive at the designated platform from the charging pile, and for waiting for passengers to check their tickets. Historical experience refers to the multiple times in the past when passenger vehicles were fully charged and ready to depart. Usually, the departure preparation time is the longest of these multiple times to ensure that each passenger vehicle can depart on time.

[0049] This example first determines the charging time required for the corresponding passenger vehicle's route based on train information, then predicts the latest charging time, and finally determines the charging time period based on that time. Through a preset task allocation strategy and usage status settings, the charging time periods corresponding to these train information are allocated to multiple charging piles within the passenger station to ensure that the charging piles are operational during peak hours to promptly meet the needs of each passenger vehicle. The usage status settings prevent abnormal charging task plans that could cause charging piles to operate for extended periods, leading to damage or overheating, and ensure that each idle period allows the charging piles to recover to a safe state, extending their lifespan and ensuring the safety of the charging equipment. The task allocation strategy assigns each charging task to a corresponding charging pile based on its priority. In practice, due to a limited number of charging piles at the passenger station or closely spaced departure times, scheduling charging tasks according to the latest charging time might result in all charging piles being assigned charging tasks simultaneously, leaving some passenger vehicles unable to charge. At this time, the energy management system will automatically adjust the charging time period corresponding to each charging task in advance according to the priority of the charging task, so as to ensure that each passenger vehicle is fully charged before its corresponding latest charging time.

[0050] As can be seen in this example, multiple estimated charging durations are determined based on multiple vehicle trip information, and multiple latest charging times are determined based on departure time and departure preparation time to obtain multiple charging time slots. These charging time slots are then allocated to multiple charging piles. Furthermore, the usage status during non-working hours is determined based on preset conditions and strategies to obtain multiple charging task plans. In this way, by calculating the charging time slots required for each vehicle and using preset conditions and strategies to determine the charging task plans for multiple charging piles, the efficiency and stability of the energy management system's charging arrangements are improved, while ensuring the safety of the charging equipment.

[0051] In one possible example, determining multiple estimated charging times based on multiple operating routes and multiple vehicle numbers from the multiple train information includes: determining multiple standard power consumption parameters based on the multiple vehicle numbers and a pre-stored set of passenger vehicle models; acquiring cloud map data; determining the operating mileage and latest road condition information for each of the multiple operating routes based on the cloud map data; determining multiple actual power consumption parameters based on the multiple latest road condition information and the multiple standard power consumption parameters; determining multiple estimated power consumption based on the multiple operating mileage and the multiple actual power consumption parameters; and determining the multiple estimated charging times based on the multiple estimated power consumption and a preset charging pile power.

[0052] Each of the standard power consumption parameters corresponds to a vehicle number. The passenger vehicle model set includes the correspondence between the multiple vehicle numbers and the multiple standard power consumption parameters. The standard power consumption parameters are used to characterize the average power consumption per kilometer of the corresponding passenger vehicle model under normal road conditions. Each of the actual power consumption parameters corresponds to a vehicle number information, each of the estimated power consumption corresponds to a vehicle number information, and each of the estimated charging time corresponds to a vehicle number information.

[0053] The cloud-based map data can originate from various map applications on the market. Its map information is data released from the internet by a cloud-based big data platform and updated based on data analysis, ensuring the accuracy and authenticity of the actual map data. The latest intersection information is used to indicate whether the intersections for the corresponding route within the most recent preset time period are normal or abnormal. Abnormal routes include at least one of the following situations: flooded roads, steep slopes, muddy roads, road repairs, congestion, etc., which affect power consumption parameters; these are not limited here.

[0054] The power consumption parameter can be understood as the power consumption per kilometer of the corresponding passenger vehicle. The estimated power consumption for this trip can be obtained by multiplying the power consumption parameter by the running mileage. The power consumption parameter is different for each vehicle. The level of the power consumption parameter is related to the type of passenger vehicle and road conditions. Specifically, the power consumption parameter is also related to the load and driving status of the passenger vehicle, but this is not limited here.

[0055] As can be seen in this example, by obtaining the standard power consumption parameters corresponding to each vehicle number, and then determining the actual running mileage and the latest road condition information based on cloud map data, the estimated power consumption corresponding to each vehicle trip is determined, and multiple estimated charging times are determined. By combining actual cloud map data, the accuracy and efficiency of the energy management system in calculating the estimated power consumption are improved, thereby improving the stability and intelligence of the energy management system in energy management.

[0056] In one possible example, determining the multiple estimated charging times based on the multiple estimated power consumptions and the preset charging pile power includes: determining multiple earliest vehicle information based on the multiple vehicle information; and performing the following operations on the multiple vehicle information to obtain the multiple estimated charging times: determining whether the currently processed vehicle information belongs to the earliest vehicle information; if the currently processed vehicle information is the earliest vehicle information, then obtaining the remaining battery power of the target vehicle corresponding to the currently processed vehicle information; and determining whether the remaining battery power of the target vehicle is greater than or equal to the estimated power consumption corresponding to the currently processed vehicle information. If the remaining battery power of the target vehicle is greater than or equal to the estimated power consumption corresponding to the currently processed vehicle information, then the estimated charging time corresponding to the currently processed vehicle information is determined to be 0; if the remaining battery power of the target vehicle is less than the estimated power consumption corresponding to the currently processed vehicle information, then the amount of battery power to be charged is determined based on the corresponding estimated power consumption and the remaining battery power of the target vehicle; and, the estimated charging time is determined based on the amount of battery power to be charged and the power of the charging pile; if the currently processed vehicle information is not the earliest vehicle information, then the estimated charging time is determined based on the corresponding estimated power consumption and the power of the charging pile.

[0057] Wherein, any earliest departure train number is the train number with the earliest departure time corresponding to the corresponding train number, each earliest departure train number corresponds to one train number, and the remaining battery power of the target vehicle is the remaining battery power of the passenger vehicle corresponding to the currently processed train number information.

[0058] The charging power of the charging pile should be set reasonably. When selecting an appropriate charging power, it should be determined based on different vehicle models, battery pack capacities, battery types, etc., to prevent excessive charging power from causing the equipment to overheat. Typical charging power is generally between 20% and 70%.

[0059] In this system, the charging power allocated to each vehicle in each charging task is precisely sufficient to cover the passenger vehicle's journey. Therefore, if the currently processed train information is the earliest train information—that is, the earliest trip of the corresponding passenger vehicle that day—the passenger vehicle may have remaining battery power. In this case, the charging station does not need to charge according to the expected power consumption, thereby reducing the overall charging time for all charging tasks.

[0060] As can be seen, in this example, by determining whether the currently processed train information is the earliest train information, different steps are selected to determine the actual charging capacity, which improves the charging efficiency and charging operation flexibility of the charging piles at the passenger station.

[0061] In one possible example, the charging task includes a first charging task and a second charging task. The method further includes: if the first working period of the first charging task is earlier than the second working period of the second charging task, then determining that the priority of the first charging task is higher than the priority of the second charging task; if the first working period and the second working period are the same, then determining that the first passenger vehicle corresponding to the first charging task and the second passenger vehicle corresponding to the second charging task are multi-trip vehicles or single-trip vehicles; if the first passenger vehicle is the multi-trip vehicle and the second passenger vehicle is the single-trip vehicle, then determining that the priority of the first charging task is higher than the priority of the second charging task; if both the first passenger vehicle and the second passenger vehicle are multi-trip vehicles, or if both the first passenger vehicle and the second passenger vehicle are single-trip vehicles, then determining whether the first estimated charging time corresponding to the first charging task is less than the second estimated charging time corresponding to the second charging task; if the first estimated charging time is less than the second estimated charging time, then determining that the priority of the first charging task is higher than the priority of the second charging task.

[0062] This example illustrates the process of prioritizing charging tasks using a task allocation strategy. Priority is determined at three levels. The first level is the time of day the charging task is scheduled; tasks with earlier start times have higher priority than those with later start times. This is because earlier start times mean earlier departure times for the corresponding buses, necessitating charging to prevent delays. The second level considers whether the bus is a multi-trip or single-trip vehicle; multi-trip charging tasks have higher priority than single-trip tasks. This is because multi-trip vehicles need to operate multiple times a day, and delays in each trip can affect subsequent departure times, requiring charging to ensure orderly operation. The third level considers the estimated charging time; tasks with shorter estimated charging times have higher priority than those with longer estimated charging times. This is because charging tasks with shorter expected charging times are easier to fulfill. Even if there is a shortage of charging stations or time constraints, prioritizing charging tasks with shorter expected charging times has the least impact on the overall charging capacity of the charging stations.

[0063] For example, please refer to Figure 4 , Figure 4 This is a schematic diagram illustrating a task allocation scenario provided in an embodiment of this application. For example... Figure 4 As shown, Figure 4 The 01 in the text refers to the energy management system. Figure 4The number 02 in the text refers to the charging station within the passenger station, which contains multiple charging piles. Figure 4 In the diagram, 03 represents three prioritized charging tasks, each corresponding to a passenger vehicle. The energy management system first identifies the three charging tasks, then determines their priorities based on their relative order, and finally assigns the prioritized charging tasks to the charging stations—this is called task allocation. Once the charging tasks are allocated, the vehicle can then... Figure 4 The three passenger vehicles are being charged at their respective charging stations to ensure the smooth completion of the next passenger transport mission.

[0064] As can be seen, in this example, the design of multi-level judgment steps to determine the priority of charging tasks improves the efficiency and stability of the energy management system in allocating charging tasks, ensures the stability of passenger vehicle operation, and improves passenger satisfaction.

[0065] Step S203: Obtain weather and date information for the next business hours, as well as the maximum rated power provided by the power grid;

[0066] It's understandable that passenger flow at a bus station varies due to weather changes and time of day, consequently affecting the station's overall operating power. Therefore, by acquiring weather and date information for the next operating hour, along with the maximum rated power, the energy management system can predict the maximum available power of the charging stations. Controlling the charging operations based on this maximum available power avoids grid instability caused by the bus station operating at power exceeding the maximum rated power supplied by the power grid.

[0067] Step S204: Determine the maximum available charging power for the next business hours based on weather information, date information, and maximum rated power.

[0068] The maximum available charging power refers to the upper limit of safe power that the multiple charging piles can occupy at the same time.

[0069] For example, different weather and date information correlates with different power consumption of other electrical equipment, resulting in different maximum available charging power. For instance, the impact of weather on passenger station operations can include: when it's hot, the passenger station turns on air conditioning, leading to increased power consumption; when it's cloudy, the passenger station keeps its lights on longer, also leading to increased power consumption. The impact of date on passenger station operations can include: when the date indicates a holiday, more people are on holiday, leading to increased use of equipment such as escalators, resulting in more power-consuming appliances and an overall increase in operating power.

[0070] In one possible example, the passenger station energy system further includes an electrical system, which includes a lighting system, an air conditioning system, and an equipment system. Determining the maximum available charging power for the next operating time based on the weather information, the date information, and the maximum rated power includes: determining temperature information, humidity information, and light information based on the weather information; determining the date attribute of the next operating time based on the date information; determining a first power level based on the light information and the date attribute; determining a second power level based on the temperature information and the humidity information; determining a third power level based on the date attribute, the third power level being used to characterize the predicted power of the equipment system; determining the predicted power consumption based on the first power level, the second power level, and the third power level; and determining the maximum available charging power based on the predicted power consumption and the maximum rated power.

[0071] The date attribute is associated with passenger flow and includes weekdays, rest days, and holidays. The first power level is used to characterize the predicted power of the lighting system, and the second power level is used to characterize the predicted power of the air conditioning system.

[0072] For example, please refer to Figure 5 , Figure 5 This is a schematic diagram of a passenger station energy system provided in an embodiment of this application. Figure 5 As shown, the passenger station's energy system is powered by the power grid and includes a power consumption system, multiple charging piles, and an energy management system. The power consumption system includes an air conditioning system, an equipment system, and a lighting system. The equipment system can include all electrical equipment in the passenger station except for the lighting and air conditioning systems, such as elevators, escalators, ticket machines, turnstiles, office equipment, etc. The energy management system communicates with the charging piles and the power consumption system, and is responsible for real-time load control of the passenger station based on the power supply from the power grid.

[0073] Among these factors, temperature, humidity, and light levels in the weather information affect the on / off status and duration of lighting and air conditioning systems. The date attribute in the date information is linked to passenger flow, impacting equipment and lighting systems. Furthermore, power levels can be determined based on historical power usage data.

[0074] As can be seen in this example, by obtaining the date and weather information for the next business hours, the energy management system can predict and calculate the maximum available charging power for the next business hours, improving the stability and accuracy of the power prediction by the energy management system, and thus improving the accuracy of subsequent updates to the charging task plan.

[0075] Step S205: Update multiple charging task plans based on the current stored power and the maximum available charging power.

[0076] The current stored power is the total power stored by the multiple charging piles at the current moment.

[0077] In one possible example, updating the multiple charging task plans based on the current stored power and the maximum available charging power includes: determining multiple reference time periods based on the multiple charging task plans; determining multiple predicted charging powers based on the usage status of each charging pile in each reference time period; obtaining multiple power differences based on the multiple predicted charging powers and the maximum available charging power; if there is a power difference greater than 0, determining at least one power difference greater than 0 as at least one target difference; and determining the total additional output power based on the at least one target difference and at least one time period to be updated; and determining whether the current stored power is greater than the total additional output power: if the current stored power is greater than or equal to the total additional output power, then keeping the multiple charging task plans unchanged; if the current stored power is less than the total additional output power, then sequentially updating the usage status corresponding to the time period to be updated in the multiple charging task plans from the energy storage state to the idle state, until the total additional output power corresponding to the new charging task plan is equal to the current stored power; if all power differences are less than or equal to 0, then keeping the multiple charging task plans unchanged.

[0078] The reference time period is the time period formed by any two adjacent times between the start and end times of each state period in the plurality of charging task plans. Each predicted charging power corresponds to a reference time period, each power difference corresponds to a reference time period, and the time period to be updated is the reference time period corresponding to the target difference.

[0079] The purpose of identifying multiple reference time periods is to analyze whether the power of charging piles scheduled in each time period of the previous charging task plan will exceed the maximum available charging power. If there is a power difference greater than 0, indicating a time period that exceeds the maximum available charging power, the amount of additional electricity output is determined, and it is judged whether the previously stored electricity is sufficient to support the additional output of the passenger station. If the stored electricity is insufficient to support the additional output of the passenger station, it indicates that the charging task plan needs to be readjusted. Specifically, the adjustment method is to adjust the usage status of the charging piles in the corresponding time period to an idle state, thereby avoiding excessive power consumption by the energy storage state of the charging piles during the corresponding time period, causing the overall power of the passenger station to exceed the maximum rated power provided by the grid. If the stored electricity supports the additional output of the passenger station, peak shaving and valley filling of the charging pile energy storage are used to achieve dynamic capacity expansion of the passenger station.

[0080] Among them, based on the energy storage status of charging piles, passenger stations can store electricity during off-peak hours to supplement the power consumption of passenger stations during peak hours, thereby achieving peak shaving and valley filling, bringing economic benefits to passenger stations and improving the stability of passenger station operation.

[0081] As can be seen in this example, by determining multiple reference time periods and predicting the charging power, it is possible to determine whether the original charging task plan will exceed the maximum available charging power. Based on the power storage operation of the charging pile in energy storage mode, peak shaving and valley filling of the passenger station and dynamic capacity expansion of the passenger station are realized, ensuring the stability of the power grid during the operation of the passenger station.

[0082] Step S206: According to the updated multiple charging task plans, control multiple charging piles to charge passenger vehicles.

[0083] visible, Figure 2 This is a flowchart illustrating a charging control method provided in this application embodiment. The energy management system determines the charging task plan for multiple charging piles within the passenger station by obtaining vehicle scheduling information for the next business hour; then, it updates the charging task plan based on weather information, date information, and the maximum rated power provided by the power grid for the next business hour. In this way, this application embodiment can ensure that the real-time power of the passenger station operation does not exceed the maximum rated power provided by the power grid, improving the stability of the power grid. Furthermore, the energy storage function of the charging piles enables the passenger station to dynamically expand its capacity, effectively reducing resource waste during passenger station operation.

[0084] The following are embodiments of the apparatus of this application. These embodiments of the apparatus and the embodiments of the method of this application belong to the same concept and are used to execute the methods described in the embodiments of this application. For ease of explanation, only the parts related to the apparatus embodiments of this application are shown in the embodiments of this application. For specific technical details not disclosed, please refer to the description of the embodiments of the method of this application, which will not be repeated here.

[0085] This application provides a charging control device, which is applied to, for example... Figure 1 The passenger station energy system 100 shown includes an energy management system 110 and multiple charging piles 120. The energy management system 110 is communicatively connected to the multiple charging piles 120. Specifically, the charging control device is used to execute the steps performed by the energy management system in the above charging control method. The charging control device provided in this application embodiment may include modules corresponding to the respective steps.

[0086] This application embodiment can divide the charging control device into functional modules according to the above method example. For example, each function can be divided into its own functional module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware or as a software functional module. The module division in this application embodiment is illustrative and only represents one logical functional division; other division methods may be used in actual implementation.

[0087] When dividing each function into modules according to its corresponding function. Figure 6aThis is a functional unit block diagram of a charging control device provided in an embodiment of this application; the charging control device 60 includes: a first acquisition unit 601, used to acquire vehicle scheduling information of a passenger station during the next business hours, the vehicle scheduling information including multiple vehicle information, the vehicle information including departure time, route and corresponding passenger vehicle number; and a first determination unit 602, used to determine multiple charging task plans based on the multiple vehicle information, wherein each charging task plan corresponds to one charging pile, and any charging task plan is used to indicate the state period corresponding to each usage state of the corresponding charging pile during the next business hours, the usage state including energy storage state, working state, and idle state, the energy storage state being that the charging pile occupies a preset energy storage power. The system includes: a first unit for acquiring the usage status of the electricity storage process; a second acquisition unit 603 for acquiring the weather and date information for the next business hours, as well as the maximum rated power provided by the power grid; a second determination unit 604 for determining the maximum available charging power for the next business hours based on the weather information, the date information, and the maximum rated power, wherein the maximum available charging power refers to the upper limit of safe power that the multiple charging piles can occupy at the same time; a control unit 605 for updating the multiple charging task plans based on the current stored electricity and the maximum available charging power, wherein the current stored electricity is the total electricity stored by the multiple charging piles at the current time; and, according to the updated multiple charging task plans, controlling the multiple charging piles to charge the passenger vehicle.

[0088] In one possible example, regarding the determination of multiple charging task plans based on the multiple train information, the first determining unit 602 is specifically configured to: determine multiple estimated charging durations based on multiple operating routes and multiple train numbers in the multiple train information, each estimated charging duration corresponding to one train number and one operating route; and determine multiple latest charging times based on the multiple estimated charging durations, the multiple departure times, and a preset departure preparation time, each train information corresponding to one latest charging time; and determine the charging periods for the multiple charging tasks based on the multiple latest charging times and the multiple estimated charging durations. The usage state of the charging pile corresponding to the charging period is the working state; according to the task allocation strategy and the preset usage state setting conditions, the multiple charging tasks are allocated to the multiple charging piles, and the usage state of each charging pile during the non-working period is determined as the energy storage state or the idle state to obtain the multiple charging task plans. The task allocation strategy is a pre-defined allocation rule for determining the priority of the charging tasks, and the usage state setting conditions include: the duration corresponding to the working state or the energy storage state shall not exceed a first preset duration, and the duration corresponding to the idle state shall not be less than a second preset duration.

[0089] In one possible example, regarding the determination of multiple estimated charging times based on multiple operating routes and multiple vehicle numbers from the multiple train information, the first determining unit 602 is specifically configured to: determine multiple standard power consumption parameters based on the multiple vehicle numbers and a pre-stored set of passenger vehicle models, wherein each standard power consumption parameter corresponds to one vehicle number, the set of passenger vehicle models includes the correspondence between the multiple vehicle numbers and the multiple standard power consumption parameters, and the standard power consumption parameters are used to characterize the average power consumption per kilometer of the corresponding passenger vehicle model under normal road conditions; and acquire cloud map data. Based on the cloud map data, determine the operating mileage and latest road condition information for each of the multiple operating routes; based on the multiple latest road condition information and the multiple standard power consumption parameters, determine multiple actual power consumption parameters, each of which corresponds to one vehicle information; based on the multiple operating mileage and the multiple actual power consumption parameters, determine multiple estimated power consumption, each of which corresponds to one vehicle information; based on the multiple estimated power consumption and the preset charging pile power, determine multiple estimated charging times, each of which corresponds to one vehicle information.

[0090] In one possible example, regarding the determination of the multiple estimated charging times based on the multiple estimated power consumptions and preset charging pile power, the first determining unit 602 is specifically configured to: determine multiple earliest departure information based on the multiple train information, wherein any earliest departure train is the train information with the earliest departure time corresponding to the corresponding vehicle number, and each earliest departure information corresponds to one vehicle number; and perform the following operations on the multiple train information to obtain the multiple estimated charging times: determine whether the currently processed train information belongs to the earliest train information; if the currently processed train information is the earliest train information, then obtain the remaining battery power of the target vehicle corresponding to the currently processed train information, wherein the remaining battery power of the target vehicle is the passenger vehicle corresponding to the currently processed train information. The system determines the remaining battery power of a vehicle; and determines whether the remaining battery power of the target vehicle is greater than or equal to the estimated power consumption corresponding to the currently processed vehicle information: if the remaining battery power of the target vehicle is greater than or equal to the estimated power consumption corresponding to the currently processed vehicle information, then the estimated charging time corresponding to the currently processed vehicle information is determined to be 0; if the remaining battery power of the target vehicle is less than the estimated power consumption corresponding to the currently processed vehicle information, then the amount of battery power to be charged is determined based on the corresponding estimated power consumption and the remaining battery power of the target vehicle; and, based on the amount of battery power to be charged and a preset charging pile power, the estimated charging time is determined; if the currently processed vehicle information is not the earliest vehicle information, then the estimated charging time is determined based on the corresponding estimated power consumption and the charging pile power.

[0091] In one possible example, the charging task includes a first charging task and a second charging task. The first determining unit 602 is further configured to: if the first working period of the first charging task is earlier than the second working period of the second charging task, then determine that the priority of the first charging task is higher than the priority of the second charging task; if the first working period and the second working period are the same, then determine that the first passenger vehicle corresponding to the first charging task and the second passenger vehicle corresponding to the second charging task are multi-trip vehicles or single-trip vehicles; if the first passenger vehicle is the multi-trip vehicle and the second passenger vehicle is the single-trip vehicle, then determine that the priority of the first charging task is higher than the priority of the second charging task; if both the first passenger vehicle and the second passenger vehicle are multi-trip vehicles, or if both the first passenger vehicle and the second passenger vehicle are single-trip vehicles, then determine whether the first estimated charging time corresponding to the first charging task is less than the second estimated charging time corresponding to the second charging task; if the first estimated charging time is less than the second estimated charging time, then determine that the priority of the first charging task is higher than the priority of the second charging task.

[0092] In one possible example, the passenger station energy system further includes an electrical system, which includes a lighting system, an air conditioning system, and an equipment system. Regarding determining the maximum available charging power for the next operating time based on the weather information, the date information, and the maximum rated power, the second determining unit 604 is specifically configured to: determine temperature information, humidity information, and light information based on the weather information; determine the date attribute of the next operating time based on the date information, wherein the date attribute is associated with passenger flow scale and includes weekdays, rest days, and holidays; determine a first power level based on the light information and the date attribute, the first power level being used to characterize the predicted power of the lighting system; and determine a second power level based on the temperature information and the humidity information, the second power level being used to characterize the predicted power of the air conditioning system; and determine a third power level based on the date attribute, the third power level being used to characterize the predicted power of the equipment system; determine the predicted power consumption based on the first power level, the second power level, and the third power level; and determine the maximum available charging power based on the predicted power consumption and the maximum rated power.

[0093] In one possible example, regarding updating the plurality of charging task plans based on the current stored power and the maximum available charging power, the control unit 605 is specifically configured to: determine a plurality of reference time periods based on the plurality of charging task plans, wherein the reference time period is the time period formed by any two adjacent moments between the start and end times of each state period in the plurality of charging task plans; determine a plurality of predicted charging powers based on the usage status of each charging pile in each reference time period, wherein each predicted charging power corresponds to one reference time period; obtain a plurality of power differences based on the plurality of predicted charging powers and the maximum available charging power, wherein each power difference corresponds to one reference time period; and if there is a power difference greater than 0, determine at least one power difference greater than 0. The power difference is at least one target difference; and, based on the at least one target difference and at least one time period to be updated, the total additional output power is determined, wherein the time period to be updated is a reference time period corresponding to the target difference; and, it is determined whether the current stored power is greater than the total additional output power: if the current stored power is greater than or equal to the total additional output power, the plurality of charging task plans remain unchanged; if the current stored power is less than the total additional output power, the usage state corresponding to the time period to be updated in the plurality of charging task plans is sequentially updated from the energy storage state to the idle state, until the total additional output power corresponding to the new charging task plan is equal to the current stored power; if the power differences are all less than or equal to 0, the plurality of charging task plans remain unchanged.

[0094] When using integrated units, such as Figure 6b As shown, Figure 6b This is a functional unit block diagram of another charging control device provided in an embodiment of this application. Figure 6b In this design, the charging control device 61 includes a processing module 612 and a communication module 611. The processing module 612 controls and manages the actions of the charging control device, such as the steps of the first acquisition unit 601, the first determination unit 602, the second acquisition unit 603, the second determination unit 604, and the control unit 605, and / or other processes for executing the techniques described herein. The communication module 611 supports interaction between the charging control device and other devices. Figure 6b As shown, the charging control device may include a storage module 613, which is used to store the program code and data of the charging control device.

[0095] The processing module 612 can be a processor or controller, such as a central processing unit (CPU), a general-purpose processor, a digital signal processor (DSP), an ASIC, an FPGA, or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It can implement or execute various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. The processor can also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, etc. The communication module 611 can be a transceiver, RF circuitry, or a communication interface, etc. The storage module 613 can be a memory.

[0096] All relevant content in each scenario involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here. The above charging control device 61 can perform the above... Figure 2 The charging control method shown.

[0097] The above embodiments can be implemented, in whole or in part, by software, hardware, firmware, or any other combination thereof. When implemented using software, the above embodiments can be implemented, in whole or in part, as a computer program product. The computer program product includes one or more computer instructions or computer programs. When the computer instructions or computer programs are loaded or executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired or wireless means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more sets of available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium. A semiconductor medium can be a solid-state drive.

[0098] Figure 7 This is a structural block diagram of an energy management system provided in an embodiment of this application. Figure 7As shown, the energy management system 700 may include one or more of the following components: a processor 701 and a memory 702 coupled to the processor 701, wherein the memory 702 may store one or more computer programs, which may be configured to implement the methods described in the above embodiments when executed by one or more processors 701. The energy management system 700 may be the energy management system 110 in the above embodiments.

[0099] Processor 701 may include one or more processing cores. Processor 701 connects to various parts of the energy management system 700 using various interfaces and lines, and performs various functions and processes data of the energy management system 700 by running or executing instructions, programs, code sets, or instruction sets stored in memory 702, and by calling data stored in memory 702. Optionally, processor 701 may be implemented using at least one hardware form of Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). Processor 701 may integrate one or more of the following: Central Processing Unit (CPU), Graphics Processing Unit (GPU), and modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the displayed content; and the modem handles wireless communication. It is understood that the modem may also not be integrated into processor 701 and may be implemented separately using a communication chip.

[0100] The memory 702 may include random access memory (RAM) or read-only memory (ROM). The memory 702 can be used to store instructions, programs, code, code sets, or instruction sets. The memory 702 may include a program storage area and a data storage area. The program storage area may store instructions for implementing an operating system, instructions for implementing at least one function (such as touch functionality, sound playback functionality, image playback functionality, etc.), and instructions for implementing the various method embodiments described above. The data storage area may also store data created by the energy management system 700 during use.

[0101] It is understood that the energy management system 700 may include more or fewer structural elements than those shown in the above block diagram, and this is not limited here.

[0102] This application also provides a computer storage medium storing a computer program / instructions thereon, which, when executed by a processor, implements some or all of the steps of any of the methods described in the above method embodiments.

[0103] This application also provides a computer program product, which includes a non-transitory computer-readable storage medium storing a computer program operable to cause a computer to perform some or all of the steps of any of the methods described in the above method embodiments.

[0104] It should be understood that in the various embodiments of this application, the order of the above-mentioned processes does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0105] In the several embodiments provided in this application, it should be understood that the disclosed methods, apparatuses, and systems can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for example, the division of units is merely a logical functional division, and other division methods may exist in actual implementation; for example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces, and the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0106] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0107] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can be physically comprised separately, or two or more units can be integrated into one unit. The integrated unit described above can be implemented in hardware or in the form of hardware plus software functional units.

[0108] The integrated units implemented as software functional units described above can be stored in a computer-readable storage medium. These software functional units, stored in a storage medium, include several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute some steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes: a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, volatile memory, or non-volatile memory. The non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. The volatile memory can be random access memory (RAM), which is used as an external cache. By way of example, but not limitation, many forms of random access memory (RAM) are available, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate synchronous DRAM (DDR SDRAM), enhanced synchronous DRAM (ESDRAM), synchronous linked DRAM (SLDRAM), and direct rambus RAM (DR RAM), etc., which are various media capable of storing program code.

[0109] While the present invention has been disclosed above, it is not limited thereto. Any person skilled in the art can easily conceive of variations or substitutions without departing from the spirit and scope of the present invention, and various modifications and alterations can be made, including combinations of the different functions and implementation steps described above, as well as software and hardware implementation methods, all of which are within the protection scope of the present invention.

Claims

1. A charging control method, characterized in that, An energy management system applied to a passenger station energy system, the passenger station energy system including the energy management system and multiple charging piles, the energy management system being communicatively connected to the multiple charging piles; the method includes: Obtain the vehicle scheduling information of the passenger station for the next business hours. The vehicle scheduling information includes multiple vehicle information, and the vehicle information includes departure time, route and corresponding passenger vehicle number. Based on the multiple train information, multiple charging task plans are determined, wherein each charging task plan corresponds to one charging pile, and any charging task plan is used to indicate the state period corresponding to each usage state of the corresponding charging pile in the next business time. The usage state includes energy storage state, working state, and idle state. The energy storage state is the usage state in which the charging pile occupies a preset energy storage power to perform the energy storage process. Obtain the weather and date information for the next business hours, as well as the maximum rated power provided by the power grid; Based on the weather information, the date information, and the maximum rated power, the maximum available charging power for the next business hours is determined, wherein the maximum available charging power refers to the safe power limit that the multiple charging piles can occupy at the same time; Based on the current stored power and the maximum available charging power, the multiple charging task plans are updated. The current stored power is the total power stored by the multiple charging piles at the current moment. Specifically, this includes: determining multiple reference time periods based on the multiple charging task plans, where each reference time period is the time period formed by any two adjacent moments between the start and end times of each state period in the multiple charging task plans; determining multiple predicted charging powers based on the usage status of each charging pile in each reference time period, where each predicted charging power corresponds to one reference time period; obtaining multiple power differences based on the multiple predicted charging powers and the maximum available charging power, where each power difference corresponds to one reference time period; and determining at least one power difference greater than 0 if there exists a power difference greater than 0. The power difference is at least one target difference; and, based on the at least one target difference and at least one time period to be updated, the total additional output power is determined, wherein the time period to be updated is a reference time period corresponding to the target difference; and, it is determined whether the current stored power is greater than the total additional output power: if the current stored power is greater than or equal to the total additional output power, the plurality of charging task plans remain unchanged; if the current stored power is less than the total additional output power, the usage state corresponding to the time period to be updated in the plurality of charging task plans is sequentially updated from the energy storage state to the idle state, until the total additional output power corresponding to the new charging task plan is equal to the current stored power; if the power difference is less than or equal to 0, the plurality of charging task plans remain unchanged; According to the updated multiple charging task plans, the multiple charging piles are controlled to charge the passenger vehicles.

2. The method according to claim 1, characterized in that, The step of determining multiple charging task plans based on the multiple train information includes: Based on the multiple train schedules, multiple operating routes, and multiple train numbers from the multiple train information, multiple estimated charging times are determined, each estimated charging time corresponding to one train number and one operating route; and... Based on the multiple estimated charging times, the multiple departure times, and the preset departure preparation time, multiple latest charging times are determined, and each train information corresponds to one of the latest charging times. Based on the multiple latest charging times and the multiple estimated charging durations, the charging time periods for multiple charging tasks are determined, and the usage status of the charging pile corresponding to the charging time period is the working status. According to the task allocation strategy and preset usage status settings, the multiple charging tasks are allocated to the multiple charging piles, and the usage status of each charging pile during non-working hours is determined as the energy storage status or the idle status to obtain the multiple charging task plans. The task allocation strategy is a pre-defined allocation rule for determining the priority of the charging tasks, and the usage status settings include: the duration of the working status or the energy storage status shall not exceed a first preset duration, and the duration of the idle status shall not be less than a second preset duration.

3. The method according to claim 2, characterized in that, The step of determining multiple estimated charging times based on multiple operating routes and multiple vehicle numbers from the multiple train information includes: Based on the multiple vehicle numbers and the pre-stored set of passenger vehicle models, multiple standard power consumption parameters are determined, wherein each standard power consumption parameter corresponds to one vehicle number, the set of passenger vehicle models includes the correspondence between the multiple vehicle numbers and the multiple standard power consumption parameters, and the standard power consumption parameters are used to characterize the average power consumption per kilometer of the corresponding passenger vehicle model under normal road conditions. Obtain cloud map data; Based on the cloud map data, determine the operating mileage and latest road condition information for each of the multiple operating routes; Based on the latest road condition information and the standard power consumption parameters, multiple actual power consumption parameters are determined, and each actual power consumption parameter corresponds to one of the train information. Based on the multiple operating mileages and the multiple actual power consumption parameters, multiple estimated power consumptions are determined, and each estimated power consumption corresponds to one of the train information; Based on the multiple estimated power consumptions and the preset charging pile power, the multiple estimated charging times are determined, and each estimated charging time corresponds to one vehicle information.

4. The method according to claim 3, characterized in that, The step of determining the multiple estimated charging times based on the multiple estimated power consumptions and the preset charging pile power includes: Based on the multiple train information, multiple earliest train information are determined. Each earliest departure train is the train information with the earliest departure time corresponding to the corresponding train number, and each earliest train information corresponds to one train number. For the multiple train schedules, the following operations are performed to obtain the multiple estimated charging times: Determine whether the currently processed train information belongs to the earliest train information: If the currently processed train information is the earliest train information, then obtain the remaining battery power of the target vehicle corresponding to the currently processed train information, where the remaining battery power of the target vehicle is the remaining battery power of the passenger vehicle corresponding to the currently processed train information; and determine whether the remaining battery power of the target vehicle is greater than or equal to the estimated power consumption corresponding to the currently processed train information: If the remaining battery power of the target vehicle is greater than or equal to the estimated power consumption corresponding to the currently processed vehicle information, then the estimated charging time corresponding to the currently processed vehicle information is determined to be 0. If the remaining battery power of the target vehicle is less than the estimated power consumption corresponding to the currently processed vehicle information, then the amount of power to be charged is determined based on the corresponding estimated power consumption and the remaining battery power of the target vehicle; and the estimated charging time is determined based on the amount of power to be charged and the power of the charging pile. If the currently processed train information is not the earliest train information, then the estimated charging time is determined based on the corresponding estimated power consumption and the charging pile power.

5. The method according to claim 2, characterized in that, The charging task includes a first charging task and a second charging task, and the method further includes: If the first working period of the first charging task is earlier than the second working period of the second charging task, then the priority of the first charging task is determined to be higher than the priority of the second charging task. If the first working period and the second working period are the same, then it is determined that the first passenger vehicle corresponding to the first charging task and the second passenger vehicle corresponding to the second charging task are either multi-trip vehicles or single-trip vehicles. If the first passenger vehicle is a multi-trip vehicle and the second passenger vehicle is a single-trip vehicle, then the priority of the first charging task is determined to be higher than the priority of the second charging task. If both the first passenger vehicle and the second passenger vehicle are multi-trip vehicles, or if both the first passenger vehicle and the second passenger vehicle are single-trip vehicles, then determine whether the first estimated charging time corresponding to the first charging task is less than the second estimated charging time corresponding to the second charging task: If the first estimated charging time is less than the second estimated charging time, then the priority of the first charging task is determined to be higher than the priority of the second charging task.

6. The method according to any one of claims 1-5, characterized in that, The passenger station energy system also includes an electrical system, which includes a lighting system, an air conditioning system, and an equipment system; determining the maximum available charging power for the next operating hour based on the weather information, the date information, and the maximum rated power includes: Based on the weather information, determine the temperature, humidity, and light intensity information; The date attribute of the next business time is determined based on the date information, wherein the date attribute is associated with the passenger flow scale, and the date attribute includes weekdays, rest days, and public holidays; A first power level is determined based on the light information and the date attribute, the first power level being used to characterize the predicted power of the lighting system; and a second power level is determined based on the temperature information and the humidity information, the second power level being used to characterize the predicted power of the air conditioning system; and a third power level is determined based on the date attribute, the third power level being used to characterize the predicted power of the equipment system. The predicted power consumption is determined based on the first power level, the second power level, and the third power level. The maximum available charging power is determined based on the predicted power consumption and the maximum rated power.

7. A charging control device, characterized in that, An energy management system applied to a passenger station energy system, the passenger station energy system including the energy management system and multiple charging piles, the energy management system being communicatively connected to the multiple charging piles; the device includes: The first acquisition unit is used to acquire the vehicle scheduling information of the passenger station in the next business hours. The vehicle scheduling information includes multiple vehicle information, and the vehicle information includes departure time, route and corresponding passenger vehicle number. The first determining unit is used to determine multiple charging task plans based on the multiple train information, wherein each charging task plan corresponds to one charging pile, and any charging task plan is used to indicate the state period corresponding to each usage state of the corresponding charging pile in the next business time. The usage state includes energy storage state, working state, and idle state. The energy storage state is the usage state in which the charging pile occupies a preset energy storage power to perform the energy storage process. The second acquisition unit is used to acquire the weather and date information for the next business hours, as well as the maximum rated power provided by the power grid; The second determining unit is used to determine the maximum available charging power for the next business hours based on the weather information, the date information, and the maximum rated power, wherein the maximum available charging power refers to the upper limit of safe power that the multiple charging piles can occupy at the same time. The control unit is configured to update the multiple charging task plans based on the current stored power and the maximum available charging power, wherein the current stored power is the total power stored by the multiple charging piles at the current moment. Specifically, the update includes: determining multiple reference time periods based on the multiple charging task plans, wherein each reference time period is the time interval formed by any two adjacent moments between the start and end times of each state period in the multiple charging task plans; determining multiple predicted charging powers based on the usage status of each charging pile in each reference time period, wherein each predicted charging power corresponds to one reference time period; obtaining multiple power differences based on the multiple predicted charging powers and the maximum available charging power, wherein each power difference corresponds to one reference time period; and determining at least one power difference greater than 0 as at least one target difference if there exists a power difference greater than 0. And, based on the at least one target difference and at least one time period to be updated, determine the total additional output power, wherein the time period to be updated is the reference time period corresponding to the target difference; and, determine whether the current stored power is greater than the total additional output power: if the current stored power is greater than or equal to the total additional output power, then keep the multiple charging task plans unchanged; if the current stored power is less than the total additional output power, then sequentially update the usage state corresponding to the time period to be updated in the multiple charging task plans from the energy storage state to the idle state, until the total additional output power corresponding to the new charging task plan is equal to the current stored power; if the power difference is less than or equal to 0, then keep the multiple charging task plans unchanged; and, based on the updated multiple charging task plans, control the multiple charging piles to charge the passenger vehicle.

8. An energy management system, characterized in that, It includes a processor, a memory, a communication interface, and one or more programs, said one or more programs being stored in the memory and configured to be executed by the processor, said programs including instructions for performing the steps of the method as described in any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, A computer program for storing electronic data interchange is provided, wherein the computer program causes a computer to perform the method as described in any one of claims 1-6.

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