On-route charging scheduling strategy for electric container trucks serving inter-terminal container transportation

Abstract

The application provides a charging and replacing scheduling strategy for electric container trucks serving inter-terminal container transportation, aiming to quantify the influence of charging and replacing demand of inter-terminal container transportation container trucks on system efficiency through an information-based method, and provide a charging and replacing scheduling strategy for electric container trucks serving inter-terminal container transportation with minimal influence on system efficiency. The strategy includes four modules: a system state acquisition module, a charging and replacing demand evaluation module, a reachable charging and replacing device search module, and a charging and replacing device designation and service insertion module. Through the above modules, real-time decisions are made to determine the container truck charging and replacing scheduling scheme, thereby reducing the negative influence of container truck charging and replacing activities on inter-terminal transportation efficiency.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of transportation, more specifically, it relates to a charging scheduling strategy for electric trucks serving inter-terminal container transportation. BACKGROUND

[0002] With the increasing of port throughput, a large number of inter-terminal container transportation demands are inevitably generated in the process of container transportation in the port with multiple terminals. At present, trucks are the most common means of transport for inter-terminal transportation in the port. Traditional trucks are powered by diesel, and under the increasing demand for inter-terminal transportation, air pollution and greenhouse gas emissions in the port environment are increasing. With the promotion of clean energy, a large number of electric trucks gradually replace traditional fuel trucks to perform inter-terminal transportation tasks in a more environmentally friendly way. Electric trucks can choose to charge overnight at a slow speed in the parking lot of each terminal, or receive fast charging or battery replacement services during operation. Since the battery capacity of electric trucks is often insufficient to support a day's work, electric trucks need to charge and replace batteries during operation, which will reduce the efficiency of inter-terminal container transportation. Therefore, reasonable scheduling of electric trucks serving inter-terminal container transportation has become one of the key issues to reduce the impact of electric trucks' charging and replacing batteries on the efficiency of inter-terminal container transportation.

[0003] Most of the existing scheduling schemes do not consider the impact of electric truck charging and battery replacement on the efficiency of inter-terminal container transportation, and often adopt a relatively simple strategy of setting priorities for charging and replacing batteries or going to the nearest charging and replacing battery device, which may result in long waiting time for charging and replacing batteries, and thus unable to complete the container transfer task on time, reducing the efficiency of inter-terminal container transportation.

[0004] Therefore, under the consideration of the impact of electric truck charging and battery replacement on the efficiency of inter-terminal container transportation, how to design a reasonable scheduling strategy to improve the efficiency of inter-terminal container transportation has become a problem to be solved.

[0005] The patent with publication number CN115438948A discloses a charging scheduling method, device and equipment for unmanned trucks and a readable storage medium. The scheduling method of the invention is as follows: when the vehicle needs to be charged, if there is a charging pile in an idle state, the vehicle is driven into the nearest charging pile in an idle state and charged in a preset manner; otherwise, the waiting time of each charging pile buffer zone is calculated; the vehicle is driven into the charging pile buffer zone with the shortest waiting time and waits in line, and when the vehicle is polled, it is charged in a preset manner. The scheduling method can ensure that the vehicle can operate normally without waiting for too long.

[0006] The patent with publication number CN115719156A discloses an automatic charging scheduling method for unmanned container trucks. The scheduling method of the invention is: according to the different electric quantity, the vehicles to be charged are divided into immediate charging queue and opportunity charging queue, and then the vehicles in different queues are sorted in order of electric quantity from low to high, and the vehicles with low electric quantity are limited to charge. The scheduling method can give priority to control the charging sequence of the vehicle, which is simple and efficient.

[0007] In the above two invention patents, an electric container truck charging scheduling method is proposed.

[0008] However, the method proposed in CN115438948A lacks information interaction between systems, and selects the charging pile with the shortest waiting time from the perspective of a single container truck.

[0009] The method proposed in CN115719156A monitors the electric quantity of each vehicle based on the platform, and determines the vehicle sequence according to a simple rule, but this rule may cause some vehicles to wait for a long time, and the influence of the charging sequence on the system operation efficiency is not considered from the overall perspective. SUMMARY

[0010] The purpose of the present invention is to provide a charging and battery replacement scheduling strategy for electric container trucks serving inter-terminal container transportation, which aims to provide a charging and battery replacement scheduling method for electric container trucks that has the least impact on system efficiency through information exchange between systems.

[0011] A charging and battery replacement scheduling strategy for electric container trucks serving inter-terminal container transportation, comprising the following steps:

[0012] Step 1: Obtain the real-time state parameters of the inter-terminal transportation system through an online platform for use in steps 2 to 4;

[0013] Wherein, the state parameters include: the number of charging and battery replacement equipment, the location of each charging and battery replacement equipment, the number of all container trucks, the real-time location of each target container truck, and the queuing situation of each charging and battery replacement equipment.

[0014] Step 2: Based on the charging and battery replacement demand evaluation module and the model of container truck trip energy consumption, evaluate the charging and battery replacement demand of the target container truck to determine whether charging and battery replacement is needed; if needed, execute step 3;

[0015] Wherein, the charging and battery replacement demand evaluation module is:

[0016]

[0017] The model of container truck trip energy consumption is:

[0018]

[0019] p - battery percentage of the target truck;

[0020] E - battery capacity of the target truck;

[0021] L o，d - driving distance of the current task trip;

[0022] o - origin of the trip, d - destination of the trip;

[0023] m - load of the current trip of the target truck;

[0024] energy consumption of the current trip, obtained by the truck trip energy consumption model;

[0025] L d，c - driving distance from the destination d of the current task trip to the charging and swapping device;

[0026] q - expected load of the next trip of the target truck, q = 0 when m > 0; q > 0 when m = 0;

[0027] c - charging and swapping device;

[0028] Ω c - set of charging and swapping devices consisting of all charging and swapping devices;

[0029] energy consumption of the next trip, obtained by the truck trip energy consumption model;

[0030] P min - minimum battery percentage of the target truck set to avoid over-discharge;

[0031] truck trip energy consumption;

[0032] L a，b - distance from trip point a to trip point b;

[0033] w - load of the target truck on the trip;

[0034] M - maximum load that the target truck can carry;

[0035] β e - energy consumption per unit distance when empty; β f - energy consumption per unit distance when full;

[0036] Step 3, search for the set of reachable charging and swapping devices based on the reachable charging and swapping device search module;

[0037] wherein the reachable charging and swapping device search module is:

[0038]

[0039] traveling energy consumption from the starting point o of the current trip to the charging and swapping device c when the current trip load is m;

[0040] Step 4, the charging and swapping device designation and the charging and swapping service insertion position determination, specifically comprising the following steps:

[0041] Step 4A, for each reachable charging and swapping device c obtained by Step 3, calculating the increased trip time h of the target container truck after traveling to the charging and swapping device c and the container truck charging and swapping time g c ;

[0042] h c = T o，c + T c，d - T o，d ;

[0043] T o，c = L o，c / v; T c，d = L c，d / v; T o，d = L o，d / v;

[0044]

[0045] T o，c - the traveling time from the starting point o of the current trip to the charging and swapping device c;

[0046] T c，d - the traveling time from the charging and swapping device c to the ending point d of the current trip;

[0047] T o，d - the traveling time of the current trip;

[0048] v- the speed of the target container truck;

[0049] α- the charging and swapping rate of the target container truck;

[0050] P max - the set maximum battery power percentage of the container truck;

[0051] the traveling energy consumption from the starting point of the current trip to the charging and swapping device c;

[0052] Step 4B, for each reachable charging and swapping device c obtained by Step 3, calculating the total queuing time waiting of the container truck increased by inserting a charging and swapping service into the charging and swapping device service sequence c，l , specifically comprising the following steps:

[0053] Step 4B1: For each reachable charging / swapping device c and a possible location l for inserting a charging / swapping service, calculate the charging / swapping start time T0 of the target truck after inserting the service.

[0054] T0 = ​​MAX(T a T b );

[0055] T a = The moment when the target truck arrives at the charging and swapping equipment c;

[0056] T b = The current end time of charging / swapping service for charging / swapping equipment c;

[0057] Step 4B2: After inserting the target truck service into position l, calculate the start time T of each subsequent charging and battery swapping service of the charging pile. c，k , k∈(l+1, N c +1);

[0058]

[0059] t c，k-i = The start time of charging and battery swapping for the truck with service location k-1 before the service is inserted;

[0060] T c，k-1 = The start time of charging and battery swapping for the truck with service location k-1 after the service is inserted;

[0061] g c，k-i = The charging and battery swapping time required for the truck at service location k-1 after the service is inserted;

[0062] Step 4B3: Calculate the increase in total queue time for reachable charging / swapping equipment c and possible insertion locations l for charging / swapping services. c，l ;

[0063]

[0064] Step 4C: Find the optimal charging / swapping equipment. * and the charging / swapping service insertion location l * Specifically, it includes the following steps:

[0065] w c，l =h c +waiting c，l ;

[0066]

[0067] Among them, w c，l - The increase in total travel time for all trucks.

[0068] Preferably, the task trip includes: a trip of the target tractor from the tractor station to the start terminal, a trip of the target tractor from the start terminal to the end terminal, and a trip of the target tractor from the end terminal to the second tractor station.

[0069] Preferably, the distance set distance from the start terminal, the distance set distance from the end terminal, and the roadside of the task trip are all provided with a plurality of charging and replacing devices.

[0070] Preferably, the charging and replacing device includes a charging device and a replacing device.

[0071] Preferably, the tractor is provided with a GPS module and a timing module.

[0072] Compared with the prior art, the application has the following advantages:

[0073] 1. For the target tractor needing charging and replacing, the state of the inter-terminal transportation system is acquired in real time through the online platform, and the optimal charging and replacing device position and the charging and replacing service insertion position are found by taking the rule of minimizing the increase of the total trip time of all tractors caused by the charging and replacing activity of the target tractor as the rule.

[0074] Therefore, the queuing time of the tractor charging and replacing is effectively reduced, the negative impact of the charging and replacing activity of the tractor on the inter-terminal transportation efficiency is reduced, and a new solution is provided for the operation of the port container collection and distribution system and the management of inter-terminal container transportation.

[0075] 2. The deficiencies in the prior art are supplemented, the systematic decision on the single vehicle charging and replacing is realized through information interaction, and the insertion rule of the charging and replacing service order is formulated from the system perspective.

[0076] 3. The charging and replacing of the tractor are considered at the same time, which conforms to the development trend of the port container collection and distribution.

[0077] 4. The application has innovation and practicality, and provides a new solution for the operation of the port container collection and distribution system and the management of inter-terminal container transportation. BRIEF DESCRIPTION OF DRAWINGS

[0078] Figure 1 The management flowchart of the inter-terminal transportation system provided by the embodiment of the application is shown in the figure;

[0079] Figure 2 The flowchart of the charging and replacing dispatching strategy of the electric tractor serving the inter-terminal container transportation provided by the embodiment of the application is shown in the figure;

[0080] Figure 3 The schematic diagram of the charging and replacing activity of the electric tractor provided by the embodiment of the application is shown in the figure;

[0081] Figure 4A flowchart of a step 4 charging and changing equipment designation and service insertion module of a midway charging and changing strategy of an electric truck for inter-terminal container transportation provided by the embodiment of the present application;

[0082] Figure 5 A schematic diagram of the principle of step 4B2. DETAILED DESCRIPTION

[0083] The midway charging and changing strategy of an electric truck for inter-terminal container transportation provided by the embodiment of the present application will be described in more detail below with reference to the accompanying schematic diagrams, in which the preferred embodiment of the present application is represented, and it should be understood that the present application described herein can be modified by those skilled in the art while still achieving the advantageous effects of the present application. Therefore, the following description should be understood as extensive knowledge for those skilled in the art, and not as a limitation on the present application.

[0084] As shown in Figure 1 , the management process of the inter-terminal transportation system provided by the embodiment of the present application acts on the path planning stage of the electric truck. The state of the inter-terminal transportation system is obtained in real time through an online platform, and decisions are made in real time to coordinate the operation of the truck and the charging and changing equipment, thereby reducing the increase in inter-terminal transportation time caused by charging and changing activities and the negative impact on efficiency.

[0085] Among them, near the starting terminal and the ending terminal, and on the roadside of the port area collection and distribution road, a plurality of charging and changing equipment are arranged.

[0086] The charging equipment refers to a charging station. The changing equipment refers to an electric station that provides battery changing service for the electric truck.

[0087] "Changing battery" refers to replacing the battery installed on the truck.

[0088] As shown in Figure 2 , the midway charging and changing strategy of an electric truck for inter-terminal container transportation provided by the embodiment of the present application includes the following steps:

[0089] Step 1, obtaining system state parameters.

[0090] This step is based on a system state acquisition module, which acquires real-time state parameters of the inter-terminal transportation system through an online platform, such as:

[0091] The number of charging and changing equipment is uploaded to the online platform by the networking module on each online charging and changing equipment; and is used to obtain the number of online charging and changing equipment to ensure that there is charging and changing equipment online.

[0092] Each charging and battery replacement device position, the online state of the device is uploaded to the online platform by the GPS module on each online charging and battery replacement device; for building an online charging and battery replacement device set, which is used in steps 2, 3, 4 to calculate the distance. Among them, the reference is the satellite positioning coordinates (absolute position).

[0093] All the number of trucks, including the number of target trucks in the journey, the number of queued trucks in front of each charging and battery replacement device, are obtained by the camera unit and uploaded to the online platform; for step 4, the target function is used to determine the optimal charging and battery replacement device and service insertion position of the target truck.

[0094] The real-time position of each target truck is automatically monitored by the GPS module on the target truck and uploaded to the online platform; for step 4, the target function is used to determine the optimal charging and battery replacement device and service insertion position of the target truck.

[0095] The queuing situation of each charging and battery replacement device, i.e. the number of queued trucks N c and the charging and battery replacement time required by each queued truck N c are obtained by the camera unit and uploaded to the online platform, and the charging and battery replacement time required is uploaded to the online platform by each truck; for step 4, the target function is used to determine the optimal charging and battery replacement device and service insertion position of the target truck.

[0096] The driving distance L o,d of the current task journey, each ITT task is divided into three sections, as shown in Figure 3 , the start and end (i.e. destination) positions of each section are recorded in the online platform, and the online platform can calculate the driving distance of each section.

[0097] The driving distance L o,c from the start of the current task journey to the nearest charging and battery replacement device, the start of the journey and the position of the charging and battery replacement device are recorded in the online platform, and the online platform can calculate the distance.

[0098] The driving distance L d,c from the destination of the current task journey to the nearest charging and battery replacement device, the end of the journey and the position of the charging and battery replacement device are recorded in the online platform, and the online platform can calculate the distance.

[0099] Step 2, target truck charging and battery replacement demand assessment, to determine whether charging and battery replacement is needed; if needed, step 3 is executed.

[0100] This step, based on the charging and battery replacement demand assessment module, judges whether the battery power is lower than the threshold value in combination with the current task situation. If yes, charging and battery replacement is needed; otherwise, the original journey is continued.

[0101] The charging and swapping demand assessment module combines information such as the current task being performed by the truck (referred to as the target truck) and the truck's location to determine whether the target truck's battery power is below a threshold.

[0102] The charging and battery swapping demand assessment module includes:

[0103]

[0104] p - The battery percentage of the target truck is automatically monitored by the truck and transmitted to the online platform;

[0105] The battery capacity of the E-target truck is a fixed value, related to the battery's properties, and is pre-stored in the online platform;

[0106] L o，d - The distance traveled in the current mission;

[0107] o - the starting point of the journey, d - the ending point of the journey, i.e., the destination of the journey;

[0108] m - The load of the target truck during its current journey is automatically monitored by the truck and transmitted to the online platform;

[0109] The energy consumption for the current trip is obtained from the truck trip energy consumption model;

[0110] L d，c - The distance traveled from the current destination d of the mission to the charging / swapping equipment;

[0111] q - the expected load of the target set card in the next trip; when m > 0, q = 0; when m = 0, q > 0.

[0112] c-Charging and swapping equipment;

[0113] Ω c -A collection of charging and swapping devices, consisting of all charging and swapping equipment;

[0114] The energy consumption for the next trip is obtained from the truck trip energy consumption model;

[0115] P min - The minimum battery percentage of the truck set to avoid over-discharge is the set value.

[0116] In this embodiment, as Figure 3 As shown, the truck's journey includes: the journey from truck yard one to the starting dock, the journey from the starting dock to the destination dock, and the journey from the destination dock to truck yard two.

[0117] like Figure 3The diagram illustrates the charging and swapping activities of electric trucks provided in this embodiment of the application. The charging and swapping demand assessment module works in real time, enabling the target truck to go to charging and swapping equipment 1, 2, or 3 to receive charging and swapping services at any point during the mission.

[0118] The item on the left is the current battery energy of the target truck.

[0119] The first item on the right estimates the energy consumption of the current trip without charging or swapping batteries.

[0120] The second item on the right estimates the minimum battery energy required to get from the current destination d to the nearest charging / swapping device.

[0121] The third item on the right ensures that the battery percentage is always above the threshold P. min (e.g., 30%).

[0122] If the above formula is true, then charging or battery swapping is required; otherwise, continue executing the current task's original schedule.

[0123] The evaluation principle of the charging and swapping demand assessment module:

[0124] Based on the current location of the target truck, the online platform determines the current journey of the target truck and calculates the minimum amount of electricity required for the target truck to travel to its destination, which is the first item on the right. At the same time, it calculates the amount of electricity consumed by the target truck to travel to the nearest charging or battery swapping equipment after completing the current journey, which is the second item on the right.

[0125] Finally, a certain amount of redundancy is added.

[0126] The energy consumption of a truck during travel depends on the distance L and the load w, and can be calculated by the following formula.

[0127] In the charging and battery swapping demand assessment module, the model for truck travel energy consumption is as follows:

[0128]

[0129] in, Energy consumption calculated based on the target truck's travel distance and load, i.e., truck travel energy consumption;

[0130] L a，b - The distance from point a to point b of the journey is determined by the online platform based on the real-time location of the truck;

[0131] w - The load of the target set card on the journey;

[0132] M - The maximum load that the target truck can carry;

[0133] β e - Energy consumption per unit distance under no-load (w=0); βf - Energy consumption per unit distance when fully loaded (w=M).

[0134] In addition, in step 2, a uniform threshold can be set based on operational experience, and a lookup table method can be used to determine whether charging or battery swapping is required.

[0135] When using the table lookup method, the following table can be used to make the judgment:

[0136]

[0137]

[0138] If the real-time battery level p×E is within the range where charging or battery swapping is required, then charging or battery swapping is necessary; otherwise, continue executing the original schedule of the current task.

[0139] Step 3: Search for a set of available charging and swapping devices.

[0140] This step, based on the reachable charging / swapping device search module, determines whether each charging / swapping device is a reachable charging / swapping device for the target truck; all reachable charging / swapping devices constitute the reachable charging / swapping device set Ω for the target truck. c .

[0141] The module for searching accessible charging and swapping devices is as follows:

[0142]

[0143] in, When the current trip load is m, the energy consumption from the starting point o of the current task trip to the charging / swapping equipment c is obtained from the truck trip energy consumption model in the charging / swapping demand assessment module. That is, step 2 determines that the truck cannot complete the current trip and must charge during the current trip, so a search is performed in step 3.

[0144] The working principle of the charging and swapping equipment search module is as follows: Based on the current location of the target truck, the online platform determines the route of the target truck's current task and calculates the electricity consumed when traveling to each charging and swapping equipment. And compare it with the real-time power of the target truck.

[0145] like Figure 3 As shown, if the journey is from truck yard 1 to the starting dock, then the charging and swapping equipment c is the charging station 1.

[0146] If the above formula holds true, then the charging / swapping equipment c is a reachable charging / swapping equipment for the target truck; otherwise, it is not a reachable charging / swapping equipment for the target truck.

[0147] In addition, in step 3, a uniform distance threshold can be set based on operational experience and the threshold in step 1, that is, the set of reachable charging and swapping equipment can be searched by looking up a table.

[0148] When using the table lookup method, the following table can be used to make the judgment:

[0149]

[0150] The distance between the target truck and the charging / swapping equipment is obtained based on the location of the charging / swapping equipment and the real-time location of the target truck in step 1.

[0151] If the distance between the target truck and the charging / swapping equipment c is within the reachable charging / swapping equipment range, then the target truck is a reachable charging / swapping equipment.

[0152] Step 4: Specify charging and swapping equipment and determine the insertion location for charging and swapping services.

[0153] This step, based on the charging and swapping equipment designation and service insertion module, quantifies the impact of reaching each charging and swapping equipment on system efficiency, designates the charging and swapping equipment that the target truck needs to go to, and considers the service order of the charging and swapping equipment for multiple trucks to realize the insertion of charging and swapping services for the target truck.

[0154] The optimal location for charging and swapping equipment and the location for inserting charging and swapping services are found by minimizing the increase in the total travel time of all trucks caused by the insertion of charging and swapping activities into the target trucks.

[0155] That is, to iterate and calculate the increase in the total travel time of all trucks when the target truck reaches each charging and swapping equipment c and service insertion location l.

[0156] The minimum increase in value corresponds to the charging / swapping equipment c * This is the best charging and swapping equipment for the target truck.

[0157] The service insertion position l corresponding to the minimum increment value * This is the optimal insertion point for charging and battery swapping services for the target truck.

[0158] In this embodiment, as Figure 4 As shown, this module includes the following three steps: 4A, 4B, and 4C.

[0159] Step 4A: For each reachable charging / swapping device c obtained in Step 3, calculate the additional travel time h of the target truck after reaching that charging / swapping device. c and the charging and battery swapping time of the truck (g) c And the charging and battery swapping time of the truck will be g c Upload to the online platform.

[0160] Among them, the increased travel time h for container trucks c Calculated by the charging / swapping equipment designation and service insertion module:

[0161] h c =T o，c +T c，d -T o，d (4)

[0162] T o，c - Travel time from the current starting point o to the charging / swapping device c; T o，c =L o，c / v;

[0163] T c，d - Travel time from charging / swapping device c to the current destination d; T c，d =L c，d / v;

[0164] T o，d - Current travel time; T o，d =L o，d / v;

[0165] v - The speed of the target card set;

[0166] L o，c - The distance traveled from the starting point o of the current journey to the charging / swapping device c;

[0167] L c，d - The distance traveled from charging / swapping device c to the current destination d;

[0168] L o，d - The distance traveled in the current mission.

[0169] Truck charging and battery swapping time (g) c Calculated by the charging / swapping equipment designation and service insertion module:

[0170]

[0171] Among them, α-target truck charging and swapping rate (charging and swapping capacity per unit time);

[0172] P max -Set maximum battery percentage for the truck;

[0173] Energy consumption from the starting point of the current journey to the charging / swapping device c.

[0174] Step 4B: For each reachable charging / swapping device c obtained in Step 3, calculate the total queuing time for the trucks added by inserting a charging / swapping service into the service sequence of that device. This can be calculated in the following three steps:

[0175] Step 4B1: For each reachable charging / swapping device c and a possible location l for inserting a charging / swapping service, calculate the charging / swapping start time T0 of the target truck after inserting the service.

[0176] The charging / swapping start time T0 can be represented as the maximum value among the following times, i.e., the latest time, i.e., MAX(T). a T b ).

[0177] Service insertion position l: Each charging / swapping device already has N services. c (N c That is, the number of queued cards), then the target card service insertion position l∈(1, N) c +1).

[0178] T a = The moment when the target truck arrives at the charging and swapping equipment c;

[0179] T b =The end time of the current charging / swapping service for charging / swapping device c is calculated by the online platform;

[0180] Among them, T a It can be calculated by the online platform using the following formula:

[0181] T a =T now +L now，c / v (6)

[0182] Among them, T now - The current time is obtained by the target truck timing module and uploaded to the online platform;

[0183] L now，c - The driving distance from the current location now to the charging / swapping equipment c, where the current location now is obtained by the target truck's GPS module and uploaded to the online platform.

[0184] Step 4B2: After inserting the target truck service into position l, calculate the start time T of each subsequent charging and battery swapping service of the charging pile. c，k , k∈(l+1, N c +1), such as Figure 5 As shown.

[0185] The start time of each subsequent charging and battery swapping service for this charging pile is calculated by the charging and battery swapping equipment specification and service insertion module:

[0186]

[0187] t c，k-1 = The start time of charging and battery swapping for the truck with service location k-1 before the service is inserted;

[0188] T c，k-1 = The start time of charging and battery swapping for the truck with service location k-1 after the service is inserted;

[0189] g c，k-1 = The charging and battery swapping time required for the truck at service location k-1 after the service is inserted;

[0190] Step 4B3: Calculate the increase in total queue time for reachable charging / swapping equipment c and possible insertion locations l for charging / swapping services. c，l .

[0191] The increase in total queue time is calculated by the charging / swapping equipment specification and the service insertion module.

[0192]

[0193] Step 4C: Using the rule of minimizing the increase in total travel time of all trucks caused by the insertion of target truck charging and swapping activities, find the optimal location of charging and swapping equipment and the insertion location of charging and swapping services.

[0194] That is, in steps 4A and 4B, the increase in the total travel time of all trucks when the target truck reaches each charging and swapping equipment c and service insertion location l is calculated.

[0195] Specifically, for each charging / swapping device c and service insertion location l, the increase in the total travel time of all trucks w is calculated. c，l Calculated by the charging / swapping equipment designation and service insertion module:

[0196] w c，l =h c +waiting c，l (9)

[0197] The minimum increase in value corresponds to the charging / swapping equipment c * This is the best charging and swapping equipment for the target truck.

[0198] The service insertion position l corresponding to the minimum increment value * This is the optimal insertion point for charging and battery swapping services for the target truck.

[0199] Right now:

[0200] Furthermore, in this embodiment, the online platform, system status acquisition module, charging / swapping demand assessment module, reachable charging / swapping device search module, and charging / swapping device designation and service insertion module are sequentially connected by signals.

[0201] The above are merely preferred embodiments of the present invention and do not constitute any limitation on the present invention. Any equivalent substitutions or modifications made by those skilled in the art to the technical solutions and content disclosed in the present invention without departing from the scope of the present invention shall be deemed to have remained within the protection scope of the present invention.

Claims

1. A charging scheduling strategy for electric tractor units serving inter-terminal container transport, characterized in that, The method comprises the following steps: Step 1: Obtain real-time state parameters of the inter-terminal transportation system through an online platform for use in steps 2 to 4; The state parameters include: the number of charging and swapping devices, the position of each charging and swapping device, the number of all trucks, the real-time position of each target truck, and the queuing situation of trucks at each charging and swapping device; Step 2: Evaluate the charging and swapping demand of the target truck based on a charging and swapping demand evaluation module and a model of truck trip energy consumption to determine whether charging and swapping is needed; if needed, perform step 3; The charging and swapping demand evaluation module is: The model of truck trip energy consumption is: p - the battery capacity percentage of the target truck; E - the battery capacity of the target truck; L o,d - distance travelled of the current mission trip; o - the starting point of the trip, and d - the ending point of the trip; m - the load of the current trip of the target truck; - energy consumption of the current trip, obtained from a tractor trip energy consumption model; L d,c - the driving distance from the destination d of the current mission trip to the charging device; q - the expected load of the next trip of the target truck, q = 0 when m > 0, and q > 0 when m = 0; c - the charging and swapping device; Ω c - a set of charging and swapping devices consisting of all charging and swapping devices; - energy consumption of the next trip, obtained from the tractor-trailer trip energy consumption model; P min - a minimum percentage of battery charge of the truck set to avoid over-discharge; - tractor trip energy consumption; L a,b - the distance from the point of travel a to the point of travel b; ω - the load of the target truck on the trip; M - the maximum load that the target truck can carry; β e - energy consumption per distance in empty state; β f - energy consumption per distance in full state; Step 3: Search for the set of reachable charging and swapping devices based on a reachable charging and swapping device search module; The reachable charging and swapping device search module is: - the travel energy consumption of the current task trip from the start point o to the charging device c when the current trip load is m; Step 4: Specify the charging and swapping device and determine the charging and swapping service insertion position, which comprises the following steps: Step 4A, for each reachable charging and swapping device c obtained from step 3, calculate the increased travel time h of the target truck after traveling to the charging and swapping device c and the truck charging and swapping time g c ; h c = T o,c + T c,d - T o,d ; T o,c = L o,c / v; T c,d = L c,d / v; T o,d = L o,d / v; T o,c - travel time from the start point o of the current trip to the charging device c; T c,d - travel time from the charging exchange device c to the end point d of the current trip; T o,d - travel time of the current trip; v - the speed of the target truck; α - the charging and swapping rate of the target truck; P max - a set maximum percentage of battery charge for the tractor unit; - driving energy consumption from the start of the current trip to the charge exchange device c; Step 4B, for each reachable charging device c resulting from Step 3, calculate the total trailer queuing time waiting that would be added by inserting an item of charging service into the charging device service sequence for that charging device c,l comprising the following steps: Step 4B1: For each reachable charging and swapping device c and possible charging and swapping service insertion position l, calculate the charging and swapping start time T0 of the target truck after inserting the service. T0 = MAX(T a ,T b ) ; T a = the time when the target set of trucks drives to the charging and swapping device c; T b = the current charging and swapping service end time of the charging and swapping device c; Step 4B2, after the target set of card services is inserted at the l position, the starting time T of each subsequent charging and battery swapping service of the charging pile is traversed and calculated c,k , k e (l + 1, N c + 1) t c,k-1 = the start time of the charging and swapping of the service location k-1 before the insertion service; T c,k-1 = the start time of the charging and swapping of the service location k-1 of the container truck after the service is inserted; g c,k-1 = the required charging time of the container handler at position k-1 after the insertion of the service; Step 4B3, calculate the increase value of the total time of the queue at the reachable battery swap device c and the possible location l inserted into the battery swap service waiting c,l ; Step 4C, finding optimal charging and swapping device c * and charging and swapping service insertion location l * and specifically comprising the following steps: w c,l = h c + waiting c,l ; wherein w c,l - the increase in total truck travel time. 2.The on-the-way charging scheduling strategy for electric tractor units serving inter-terminal container transportation according to claim 1, wherein, The task trip includes: the trip of the target truck from the truck yard to the starting point terminal, the trip of the target truck from the starting point terminal to the ending point terminal, and the trip of the target truck from the ending point terminal to the second truck yard. 3.The on-the-way charging scheduling strategy for electric tractor units serving inter-terminal container transportation according to claim 1, wherein, Several charging and swapping devices are set at a set distance from the starting point terminal, at a set distance from the ending point terminal, and on the roadside of the task trip. 4.The on-the-way charging scheduling strategy for electric tractor units serving inter-terminal container transportation according to claim 1, wherein, The charging and swapping device includes a charging device and a swapping device. 5.The on-the-way charging scheduling strategy for electric tractor units serving inter-terminal container transportation according to claim 1, wherein, The truck is provided with a GPS module and a timing module.

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