Design and implementation method of road side hybrid charging and discharging station

Abstract

The invention provides a design and implementation method of a road side hybrid charging and discharging station. Based on the flexible arrangement of stations in the existing space of the road side, the plane arrangement of the road side charging and discharging station comprising a fixed charging and discharging pile and a movable charging and discharging vehicle is designed, the space resource efficient utilization technology based on a multi-constraint road side layout optimization model is provided, and the land occupation and the single-station comprehensive construction cost are reduced. A multi-target space-time coupling distribution planning model technology based on'demand coverage maximization-traffic jam minimization-construction cost minimization 'is proposed, and balanced charging demand coverage, traffic jam relief and construction cost control are realized. A'multi-objective decision-making-based hybrid charging and discharging facility synergistic interaction 'model technology is put forward, the optimal charging and discharging facility is intelligently recommended to the user in real time and the resource utilization efficiency is maximized by flexibly adjusting sensitive parameters and dynamically matching user requirements, so that the comprehensive input utility of the user is lowest, and the user experience is remarkably improved.

Description

Technical Field

[0001] The present application belongs to the field of electric vehicle charging and discharging facility planning and intelligent transportation technology, and in particular to a design and implementation method of a road-side hybrid charging and discharging station. Background Art

[0002] With the rapid popularization of electric vehicles, the demand for urban charging has exploded, but the planning, design and operation mode of existing charging infrastructure can no longer meet the actual needs. The main problems are as follows: (1) Insufficient coverage and supply capacity: Traditional charging and discharging stations are mostly concentrated in commercial areas or dedicated sites with limited coverage radius. Charging "blind spots" are common in the outer areas of urban and rural areas. In addition, it is difficult to expand the capacity of fixed charging and discharging piles, and queuing problems are prominent during peak hours.

[0003] (2) Imbalanced resource distribution and traffic interference: The layout of charging and discharging stations mostly relies on empirical decisions, lacking quantitative analysis of the spatiotemporal characteristics of traffic flow, resulting in a misalignment between charging demand and facility distribution. Users have high redundancy in their search for stations, which increases the load on the road network. Electric vehicles detour to find charging stations, leading to increased traffic congestion in urban areas.

[0004] (3) Single facilities and rigid services: Most existing charging and discharging stations adopt a single charging mode (such as fixed charging and discharging piles), which cannot adapt to the needs of multiple scenarios and lack the dynamic scheduling capability of mobile resources, resulting in low utilization of charging resources and long waiting time for users.

[0005] (4) Construction cost and space constraints: Traditional charging and discharging stations require dedicated sites and grid transformation, with long construction periods and high investments, and are difficult to deploy quickly in fragmented spaces such as road sides. There is a lack of a quantitative decision-making framework for the balance between the coverage of charging and discharging stations, traffic impacts, and construction costs, and planning schemes often lose sight of one or the other.

[0006] Based on a variety of new road-side hybrid charging and discharging station technologies, the present invention proposes a design and implementation method of a road-side hybrid charging and discharging station to fully solve the above-mentioned problems. Summary of the invention

[0007] The present application provides a design and implementation method of a road-side hybrid charging and discharging station, which is used to improve the above-mentioned problems of the road-side hybrid charging and discharging station, and improve the charging and discharging efficiency of electric vehicles and the charging service coverage.

[0008] In a first aspect, an embodiment of the present application provides an implementation method of a road-side hybrid charging and discharging station, the method comprising: improving spatial resource utilization based on a multi-constraint road-side layout optimization model; determining the location of the charging and discharging station using a multi-objective spatiotemporal coupling optimization site selection and deployment technology; the charging and discharging station is operated using a hybrid charging and discharging facility synergistic efficiency improvement scheme based on multi-objective decision-making; wherein the charging and discharging process of the charging and discharging station comprises: determining a target road-side charging and discharging station corresponding to an electric vehicle to be charged and discharged; selecting idle target charging and discharging facilities in the target road-side charging and discharging station, the target charging and discharging facilities comprising fixed charging and discharging piles and mobile charging and discharging vehicles; after the electric vehicle enters a parking space near the target charging and discharging facility, the electric vehicle is charged by the target charging and discharging facility or the electric vehicle is discharged to the target charging and discharging facility.

[0009] In an implementation of the first aspect, the multi-constraint roadside layout optimization model includes two parts: decision variables and optimization objectives; the decision variables y l Indicates whether it is at the candidate point l Constructing a hybrid charging and discharging station; the optimization objective is used to determine the minimum construction cost of the hybrid charging and discharging station.

[0010] In an implementation of the first aspect, the constraints corresponding to the multi-objective spatiotemporal coupling optimization site selection and deployment technology include: capacity-demand matching constraints, traffic stability constraints, construction cost constraints, and minimum coverage requirement constraints; The expression corresponding to the capacity-demand matching constraint is: in, t il Indicates demand point i Arrival at candidate site l The driving time, μ represents the charging facility utilization factor, η represents the service efficiency per unit capacity, Indicates candidate sites l The number of fixed charging and discharging piles and / or mobile charging and discharging vehicles; Indicates demand point i∈L The charging demand intensity; the expression corresponding to the traffic stability constraint is: in, F l Indicates candidate points l The basic traffic flow of the road section, Δ F l ( Z l ) indicates configuration Zl Number of charging and discharging stations with hybrid charging and discharging facilities l After completion, the traffic will be increased. Indicates road segment l The capacity threshold of , γ∈(0,1) represents the traffic flow safety margin; The expression corresponding to the construction cost constraint is: in, C max represents the maximum construction cost value, Indicates the site l The construction cost, Indicates the site l The unit charging capacity cost is y l ∈{0, 1}, y l ∈{1} means at the candidate point l Construction of charging and discharging stations, y l ∈{0} means not in the candidate point l Construction of charging and discharging stations; The expression corresponding to the minimum coverage requirement constraint is: in, Lcore Indicates the core demand points, R max Indicates the maximum acceptable service radius.

[0011] In an implementation of the first aspect, when the charging and discharging station operates using a hybrid charging and discharging facility synergistic efficiency enhancement scheme based on multi-objective decision making, the corresponding expression is: Among them, x=1 represents a fixed charging and discharging pile, and x=0 represents a mobile charging and discharging vehicle; ∈[0,1] is the time-sensitive coefficient, represents the cost sensitivity coefficient; T (x) represents the total time consumed, C (x) represents the total cost.

[0012] In an implementation of the first aspect, the screening of idle target charging and discharging facilities in the target road-side charging and discharging station includes: if there is an idle fixed charging and discharging pile in the target road-side charging and discharging station, the fixed charging and discharging pile is determined as the target charging and discharging facility; if the fixed charging and discharging piles in the target road-side charging and discharging station are all occupied, the idle mobile charging and discharging vehicle in the target road-side charging and discharging station is determined as the target charging and discharging facility; if there is an idle mobile charging and discharging vehicle in the target road-side charging and discharging station, the mobile charging and discharging vehicle is determined as the target charging and discharging facility; if the mobile charging and discharging vehicles in the target road-side charging and discharging station are all occupied, the idle fixed charging and discharging pile in the target road-side charging and discharging station is determined as the target charging and discharging facility.

[0013] In an implementation of the first aspect, the fixed charging and discharging pile includes an AC / DC fixed charging and discharging pile and a wall-mounted charging and discharging pile, wherein the floor area of ​​the wall-mounted charging and discharging pile is smaller than the floor area of ​​the AC / DC fixed charging and discharging pile.

[0014] In an implementation of the first aspect, the method further includes: if there is no idle target charging and discharging facility in the target roadside charging and discharging station, driving the electric vehicle into an empty parking space in the target roadside charging and discharging station to wait.

[0015] In an implementation of the first aspect, the mobile charging and discharging vehicle includes a manned type and an unmanned type; the unmanned type autonomously moves to a target position near a parking space of the electric vehicle to be charged and discharged based on an intelligent control algorithm, so that the unmanned type mobile charging and discharging vehicle performs charging and discharging operations with the electric vehicle.

[0016] In an implementation of the first aspect, the expression corresponding to the intelligent control algorithm is: in,( a , b ) represents the coordinates of the target position, 0≤ a , b ≤1; Represents the coordinate position variable ( = a , b ), represents the driving path function, Dis Indicates the driving distance.

[0017] The implementation method of the road-side hybrid charging and discharging station provided in the embodiment of the present application has the following beneficial effects: (1) Technology for efficient utilization of spatial resources: Based on the existing space on the road side (such as green belts and parking spaces), the station is flexibly arranged, modular design and plane layout are adopted, and a multi-constraint road side layout optimization model is constructed to reduce land occupation and the comprehensive construction cost of a single station while ensuring service coverage requirements; (2) Multi-objective spatiotemporal coupling optimization site selection and deployment technology: By quantifying the triangular relationship of "demand-traffic-cost", a multi-objective spatiotemporal coupling distribution planning model based on "maximizing demand coverage-minimizing traffic congestion-minimizing construction cost" is established to achieve balanced charging demand coverage, traffic congestion relief and construction cost control; (3) Hybrid charging and discharging facility synergistic efficiency technology: Integrate fixed charging and discharging piles and mobile charging and discharging vehicle facilities. Through the "hybrid charging and discharging facility synergistic efficiency enhancement based on multi-objective decision-making" model, by flexibly adjusting sensitivity parameters, dynamically matching user needs, and intelligently recommending the optimal charging and discharging facilities to users in real time, maximizing resource utilization efficiency, minimizing the comprehensive investment utility of users' time and price, and significantly improving user experience.

[0018] The present invention has important practical significance for solving the dilemma of "narrow coverage, low service efficiency and large traffic interference" of urban charging networks, and provides a rapidly reusable technical paradigm for the construction of new urban green transportation systems.

[0019] In a second aspect, an embodiment of the present application provides a design method for a road-side hybrid charging and discharging station, the method comprising: fixing a fixed charging and discharging pile at a first preset position outside the road, wherein the fixed charging and discharging pile comprises an AC / DC fixed charging and discharging pile and a wall-mounted charging and discharging pile; placing a mobile charging and discharging vehicle at a second preset position outside the road, wherein the mobile charging and discharging vehicle can move freely in the hybrid charging and discharging station outside the road. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 Shown is a flow chart of an implementation method of a road-side hybrid charging and discharging station provided in one embodiment of the present application.

[0021] Figure 2 Shown is a schematic diagram of the charging and discharging mode of a mobile charging and discharging vehicle provided in an embodiment of the present application.

[0022] Figure 3 Shown is a schematic diagram of the charging and discharging mode of a fixed charging and discharging pile provided in one embodiment of the present application.

[0023] Figure 4 Shown is a schematic diagram of the charging and discharging mode of a wall-mounted charging and discharging pile provided in one embodiment of the present application.

[0024] Figure 5Shown is a structural diagram of an implementation method of a road-side hybrid charging and discharging station provided in one embodiment of the present application.

[0025] Figure 6 Shown is a flow chart for screening idle target charging and discharging facilities in one embodiment of the present application.

[0026] Figure 7 Shown is a schematic diagram of the design and plan layout of a road-side hybrid charging and discharging station provided in one embodiment of the present application.

[0027] Figure 8 Shown is a flow chart of a design method for a road-side hybrid charging and discharging station provided by an embodiment of the present application.

[0028] Fig. 9 Shown is a plan view of the entry and exit and operation process of electric vehicles at a road-side hybrid charging and discharging station provided by an embodiment of the present application.

[0029] Fig.10 Shown is a schematic diagram of the entry and exit and operation process of electric vehicles at a road-side hybrid charging and discharging station provided by an embodiment of the present application. DETAILED DESCRIPTION

[0030] The following describes the embodiments of the present application through specific examples, and those skilled in the art can easily understand other advantages and effects of the present application from the contents disclosed in this specification. The present application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be noted that the following embodiments and features in the embodiments can be combined with each other without conflict.

[0031] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present application, and thus the drawings only show components related to the present application rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the form, quantity and proportion of each component may be changed arbitrarily, and the component layout may also be more complicated.

[0032] The existing technology lacks the layout of charging and discharging stations in fragmented spaces such as road sides, resulting in low utilization of urban or town space resources and narrow coverage of charging services.

[0033] At least for the above problems, the embodiment of the present application provides an implementation method of a road-side hybrid charging and discharging station. The implementation method of the road-side hybrid charging and discharging station can improve the utilization rate of spatial resources based on a multi-constrained road-side layout optimization model; the location of the charging and discharging station is determined by using a multi-objective spatiotemporal coupling optimization site selection and deployment technology; the charging and discharging station is operated by a hybrid charging and discharging facility synergistic efficiency scheme based on multi-objective decision-making; wherein the charging and discharging process of the charging and discharging station includes: determining the target road-side charging and discharging station corresponding to the electric vehicle to be charged and discharged; selecting idle target charging and discharging facilities in the target road-side charging and discharging station, the target charging and discharging facilities include fixed charging and discharging piles and mobile charging and discharging vehicles; after the electric vehicle enters the parking space near the target charging and discharging facility, the electric vehicle is charged by the target charging and discharging facility or the electric vehicle is discharged to the target charging and discharging facility. It can solve the technical problems in the prior art that there is a lack of layout of charging and discharging stations for fragmented spaces such as road sides, resulting in low utilization of spatial resources in cities or towns and narrow coverage of charging services.

[0034] The technical solutions in the embodiments of the present application will be described in detail below in conjunction with the drawings in the embodiments of the present application.

[0035] Figure 1 The flowchart of the implementation method of the road-side hybrid charging and discharging station provided by one embodiment of the present application is shown. Figure 1 As shown, the implementation method of the road-side hybrid charging and discharging station provided in the embodiment of the present application includes the following steps S11 to S16.

[0036] S11, improving spatial resource utilization based on multi-constraint roadside layout optimization model.

[0037] In some embodiments, the multi-constraint roadside layout optimization model includes two parts: decision variables and optimization objectives; the decision variable yl indicates whether the candidate point l Constructing a hybrid charging and discharging station; the optimization objective is used to determine the minimum construction cost of the hybrid charging and discharging station.

[0038] Specifically, y l ∈{0,1}, indicating whether it is at the candidate point l Construction of charging and discharging stations ( y l ∈{1} means at the candidate point l Construction of charging and discharging stations, y l ∈{0} means not in the candidate point l Construction of charging and discharging stations), Represents candidate sites l The number of fixed charging and discharging piles and mobile charging and discharging vehicles.

[0039] Exemplarily, the expression corresponding to minimizing the construction cost is: in, represents the land cost of the charging and discharging station, represents the cost of fixed charging and discharging piles, Represents the cost of a mobile charging and discharging vehicle.

[0040] Specifically, in order to significantly improve the utilization rate of space resources while ensuring service coverage, two key constraints are set: space occupancy constraint and charging and discharging service coverage constraint.

[0041] (1) Space occupancy constraints: in, Candidate site l The side space required, For road section k The maximum side space allowed.

[0042] (2) Charging and discharging service coverage constraints: in, i represents the demand point of the charging and discharging station, λ Indicates the equivalent service factor of a mobile charging and discharging vehicle (1 mobile vehicle ≈ λ service capacity of fixed piles), d il represents the service radius of the demand point of the charging and discharging station, R serv Indicates the service radius threshold, Indicates demand point i Minimum service demand (unit: vehicle / hour).

[0043] By adopting a multi-constraint roadside layout optimization model, it is possible to ensure that the charging demand of each charging and discharging station's demand point i is covered by the charging and discharging stations within its service radius, and the total service capacity of fixed charging and discharging piles and mobile charging and discharging vehicles can meet the minimum demand. An example of a typical scenario is set for verification, and the typical scenario setting of the example is shown in the following table.

[0044] Table 1 Typical scenario settings of multi-constrained roadside layout optimization model

[0045] If the multi-constraint roadside layout optimization model is not adopted, assuming that both candidate sites are under construction, the site resource allocation is as follows: (1) Site l1: fixed charging and discharging piles = 3 units, mobile charging and discharging vehicles = 2 vehicles; (2) Site l2: fixed charging and discharging piles = 3 units, mobile charging and discharging vehicles = 2 vehicles.

[0046] The indicators of this solution are: comprehensive cost = (5+3×1+2×0.8)+(5+3×1+2×0.8)=192,000 yuan; service coverage capacity = (3×2+2×1.5)+(3×2+2×1.5)=(6+3)+(6+3)=18 vehicles / hour≥8 vehicles / hour; redundant service coverage capacity = 18-10=10 vehicles / hour; space occupancy = (3×2+2×1)+(3×2+2×1)=(6+2)+(6+2)=16m²≤20m². This solution can meet the needs, but the space utilization rate is low.

[0047] If the multi-constraint road side layout optimization model is used for optimization, it is recommended to build only site l1: fixed charging and discharging pile configuration = 2 units, mobile charging and discharging vehicle configuration = 3 vehicles.

[0048] The indicators of this solution are: comprehensive cost = (5+2×1+3×0.8)+(5+2×1+3×0.8)=188,000 yuan; service coverage capacity = (2×2)+(3×1.5)=4+4.5=8.5 vehicles / hour≥8 vehicles / hour; redundant service coverage capacity = 8.5-8=0.5 vehicles / hour. Space occupancy = (2×2)+(3×1)=4+3=7m²≤20m². This solution still meets the demand, but the space occupancy is reduced by 56% and there is no redundancy.

[0049] Through the multi-constraint roadside layout optimization model, the comprehensive cost of charging and discharging stations was reduced from 192,000 yuan to 188,000 yuan. The service coverage capacity of the charging and discharging station was reduced from a redundant 18 vehicles / hour to 8.5 vehicles / hour, accurately covering the minimum demand. The occupied space was reduced by 56%, freeing up 9m² for other road functions (such as greening and non-motorized vehicle lanes). The high equivalent coefficient (λ=1.5) of mobile charging and discharging vehicles enables a small number of mobile vehicles to replace multiple fixed piles, amplifying the contribution of mobile vehicles, reducing dependence on fixed piles, and meeting coverage requirements with smaller space occupation (mobile vehicles occupy less space). This example verifies that the multi-constraint roadside layout optimization model not only optimizes the comprehensive cost of charging and discharging stations, but also achieves the core goal of significantly improving the utilization of space resources while ensuring service coverage needs.

[0050] S12, using a multi-objective spatiotemporal coupling optimization site selection and deployment technology to determine the location of the charging and discharging station.

[0051] For example, by quantifying the triangular relationship of "demand-traffic-cost", a multi-objective spatiotemporal coupling optimization site selection and deployment model of "maximizing demand coverage-minimizing traffic congestion-minimizing construction cost" is constructed, which can achieve balanced charging demand coverage, traffic congestion relief and construction cost control. The multi-objective spatiotemporal coupling optimization site selection and deployment model includes the following three objective functions: (1) Maximizing demand coverage: in, B i represents the demand point i ∈ L The intensity of charging demand; t il Indicates demand point i Arrival at candidate site l The driving time; R max Indicates the maximum acceptable service radius (for example, it takes 10 minutes to reach a charging or discharging station).

[0052] (2) Minimizing traffic congestion: in, F l Indicates candidate points l The basic traffic flow of the road section, Δ F l ( Z l ) indicates configuration Z l Number of charging and discharging stations with hybrid charging and discharging facilities l After completion, the traffic will be increased. Indicates road segment l capacity threshold.

[0053] (3) Minimize construction costs: in, Indicates the site l The construction cost, Indicates the site l The unit charging capacity cost of the battery. For example, the construction cost includes at least one of land and facilities.

[0054] Based on the above multi-objective function, multiple constraints need to be set to meet the various limitations of “demand-transportation-cost” in actual construction.

[0055] In some embodiments, the constraints corresponding to the multi-objective spatiotemporal coupling optimization site selection and deployment technology include: capacity-demand matching constraints, traffic stability constraints, construction cost constraints, and minimum coverage requirement constraints; The expression corresponding to the capacity-demand matching constraint is: in, t il Indicates demand point i Arrival at candidate site l The driving time, μ represents the charging facility utilization factor, η represents the service efficiency per unit capacity, Indicates candidate sites lThe number of fixed charging and discharging piles and / or mobile charging and discharging vehicles; Indicates demand point i∈L The charging demand intensity; the unit is kWh / hour; The expression corresponding to the traffic stability constraint is: in, F l Indicates candidate points l The basic traffic flow of the road section, Δ F l ( Z l ) indicates configuration Z l Number of charging and discharging stations with hybrid charging and discharging facilities l After completion, the traffic will be increased. Indicates road segment l The capacity threshold of , γ∈(0,1) represents the traffic flow safety margin; The expression corresponding to the construction cost constraint is: in, C max represents the maximum construction cost value, Indicates the site l The construction cost, Indicates the site l The unit charging capacity cost is y l ∈{0, 1}, y l ∈{1} means at the candidate point l Construction of charging and discharging stations, y l ∈{0} means not in the candidate point l Construction of charging and discharging stations; The expression corresponding to the minimum coverage requirement constraint is: in, Lcore Indicates the core demand points, R max Indicates the maximum acceptable service radius.

[0056] Exemplarily, for the multi-objective spatiotemporal coupling optimization site selection and deployment model, an example of a typical scenario is set for verification, and the site selection and deployment of road-side hybrid charging and discharging stations in a certain area of ​​Shanghai is taken as an example for test verification.

[0057] Scenario setting: A certain area in Shanghai plans to layout road-side hybrid charging and discharging stations. According to the number and growth rate of electric vehicles and traffic road conditions, the number of charging and discharging demand points is determined to be 200 (1km×1km grid). The multi-objective spatiotemporal coupling optimization site selection and deployment model is used for optimization to set candidate charging and discharging station points. L =50 (main road intersections), total budget for site construction and operation costs C max = 80 million yuan. The optimization solution steps are as follows.

[0058] Step 1. Data preparation Generate a charging demand heat map of 200 1km×1km grids based on historical charging orders and traffic flow data D i (During peak hours, the demand reaches 120 vehicles / h·km²).

[0059] Extract the coordinates of 50 main road intersections and calculate the service accessibility from each candidate point to the demand point t il .

[0060] Step 2. Model initialization Set target weights: demand coverage (40%), congestion relief (40%), and cost control (20%); Definition constraint: Maximum charging and discharging capacity of a single station =20, set the station capacity limit on traffic-sensitive sections (such as around Yan'an Elevated Road) =10, to avoid inducing congestion.

[0061] Traffic flow safety margin γ =0.85.

[0062] Step 3. Multi-objective optimization solution The NSGA-II algorithm was used to generate the Pareto optimal solution set after 200 iterations; Chromosome encoding: 50-bit binary (site construction decision) + 50×2 integer (the number of fixed charging and discharging piles and mobile charging and discharging vehicles); Fitness calculation: Simultaneously evaluate demand coverage, traffic congestion index, and construction and operation costs.

[0063] Step 4. Solution screening and verification The equilibrium solution is selected from the Pareto frontier obtained based on the NSGA-II algorithm, which can meet the demand coverage rate of more than 85% and the construction and operation cost of ≤80 million yuan.

[0064] After the above solution steps, the optimization solution results are shown in Table 2.

[0065] Table 2 Optimization results

[0066] The optimization solution results are analyzed as follows: (1) Optimization of site selection and deployment: 38 charging and discharging stations were deployed (out of the original 50 candidate sites), of which 12 sites adopted the "high mobile charging and discharging vehicle ratio" configuration (mobile charging and discharging vehicles: fixed charging and discharging piles = 3:1), reducing the construction of 12 sites and giving priority to covering peripheral low-density areas to achieve demand-coverage balance.

[0067] (2) Achieving multi-objective synergy: While the site demand coverage rate increased by 27%, traffic congestion was reduced by 12%, and the total construction and operation costs were saved by RMB 1.5 million, proving that the multi-objective spatiotemporal coupling optimization site selection and deployment model effectively balances the conflicting objectives of “demand-traffic-cost”.

[0068] S13, the charging and discharging station is operated by adopting a hybrid charging and discharging facility synergistic efficiency enhancement scheme based on multi-objective decision-making.

[0069] In some embodiments, when the charging and discharging station is operated using a hybrid charging and discharging facility synergistic efficiency enhancement scheme based on multi-objective decision making, the corresponding expression is: Among them, x=1 represents a fixed charging and discharging pile, and x=0 represents a mobile charging and discharging vehicle; ∈[0,1] is the time-sensitive coefficient, represents the cost sensitivity coefficient; T (x) represents the total time consumed, C (x) represents the total cost.

[0070] Based on the above expressions, matching according to user preferences and flexibly adjusting parameters can maximize resource utilization efficiency and improve user experience.

[0071] In order to verify the technical effect of “synergistic efficiency improvement of hybrid charging and discharging facilities based on multi-objective decision-making”, a typical scenario example is set for test verification. The scenario parameter settings are shown in Table 3.

[0072] Table 3 Typical scenario example settings for synergistic efficiency enhancement of hybrid charging and discharging facilities based on multi-objective decision making

[0073] Based on the above scenario settings, by adjusting the user preference weight (time sensitivity coefficient α Cost Sensitivity Factor β ) and charging facility parameters, respectively showing intelligent recommendations to users on using fixed charging and discharging piles and mobile charging and discharging vehicles.

[0074] Scenario 1: According to the preferences of time-sensitive users, set the time sensitivity coefficient to α =0.7, the cost sensitivity coefficient is set to β =0.3; the key conditions of this situation are: the waiting time of fixed charging and discharging piles is short, and the dispatching time of mobile charging and discharging vehicles is long.

[0075] Time cost calculation: Time cost of fixed charging column T fix =0.1+50 / 60=0.1+0.83=0.93h; Time cost of mobile charging and discharging vehicle T mob =0.3+50 / 80≈0.3+0.625=0.925h.

[0076] Economic cost calculation: Economic cost of fixed charging columns C fix =50×1.8=90 yuan; economic cost of mobile charging and discharging vehicle C mob =50×2.0+20=120 yuan.

[0077] Comprehensive utility calculation: Comprehensive utility of fixed charging columns U fix =0.7×0.93+0.3×90=0.651+27=27.651; Comprehensive utility of mobile charging and discharging vehicle U mob =0.7×0.925+0.3×120=0.648+36=36.648.

[0078] According to the calculation results, the comprehensive utility of fixed charging columns is lower ( U fix =27.651< U mob =36.648), the system recommends users to use fixed charging and discharging piles.

[0079] Scenario 2: Based on the preferences of price-sensitive users and combined with market dynamic discounts, the time sensitivity coefficient is set to α =0.4, the cost sensitivity coefficient is set to β =0.6; the key conditions of this situation are: the mobile vehicle service fee is dynamically reduced to S=5 yuan, and the dispatch time of the mobile charging and discharging vehicle is optimized to T dispatch = 0.2h, the electricity price of mobile charging and discharging vehicles is dynamically discounted to W mob =1.8 yuan / kWh.

[0080] Time cost calculation: Time cost of fixed charging column Tfix =0.1+50 / 60=0.1+0.83=0.93h (unchanged); Time cost of mobile charging and discharging vehicle T mob =0.2+50 / 80≈0.2+0.625=0.825h.

[0081] Economic cost calculation: Economic cost of fixed charging columns C fix =50×1.8=90 yuan (unchanged); economic cost of mobile charging and discharging vehicle C mob =50×1.6+5=85 yuan.

[0082] Comprehensive utility calculation: Comprehensive utility of fixed charging columns U fix =0.4×0.93+0.6×90=0.372+54=54.372; Comprehensive utility of mobile charging and discharging vehicle U mob =0.4×0.825+0.6×85=0.33+51=51.33.

[0083] According to the calculation results, the comprehensive utility of mobile charging and discharging vehicles is lower ( U mob =51.33 < U fix =54.372), the system recommends the user to use a mobile charging and discharging vehicle.

[0084] Based on the comparison of the results of scenario 1 and scenario 2 in the above typical scenario examples, the strategy of intelligently recommending charging and discharging facilities to users by using the “synergistic efficiency enhancement of hybrid charging and discharging facilities based on multi-objective decision-making” technology can be summarized as shown in Table 4.

[0085] Table 4 Strategy for intelligently recommending charging and discharging facilities to users based on the synergistic efficiency of hybrid charging and discharging facilities based on multi-objective decision-making

[0086] The synergistic efficiency enhancement technology of hybrid charging and discharging facilities based on multi-objective decision-making matches users' preferences and flexibly adjusts sensitivity parameters. The system can maximize resource utilization efficiency, minimize the comprehensive investment utility of user time and price, and significantly improve user experience.

[0087] S14, determining a target roadside charging and discharging station corresponding to the electric vehicle to be charged and discharged.

[0088] Among them, the charging and discharging station is located on the outside of the target road, which is convenient for search and navigation and has no impact on pedestrians on the road; the site design and layout are simple, easy to build and operate; there are many charging and discharging facilities, a wide service range and a high coverage rate; there are sufficient roadside parking spaces to avoid queuing, and entry / exit is quick and convenient; it can optimize the environment and charging experience along the road, improve traffic conditions, avoid charging and discharging stations occupying target roads, and reduce traffic congestion that may be caused by the setting of charging and discharging stations inside the road; improve the safety performance of charging and discharging stations, and reduce the potential interference of vehicles with normal traffic during charging; enhance the efficiency of urban space utilization, and reserve more possibilities for the expansion of the charging network in the future; in addition, this layout also helps to improve the neatness of the urban landscape and reduce the visual clutter of road facilities.

[0089] In some possible implementations, determining the target roadside charging and discharging station corresponding to the electric vehicle to be charged and discharged includes: querying the roadside charging and discharging station within a preset distance of the electric vehicle, and determining the roadside charging and discharging station as the target roadside charging and discharging station.

[0090] Exemplarily, the roadside charging and discharging station within a preset distance of the electric vehicle can be queried based on a mobile phone application, an in-vehicle navigation system, an online map service, etc., and the roadside charging and discharging station can be determined as the target roadside charging and discharging station.

[0091] It should be noted that the above-listed methods of querying the road-side charging and discharging stations within the preset distance of the electric vehicle are only for illustrative purposes. In actual applications, any other suitable method can be selected according to the specific application scenario to query the road-side charging and discharging stations within the preset distance of the electric vehicle. This application does not impose any restrictions on this.

[0092] S15, selecting idle target charging and discharging facilities in the target roadside charging and discharging station, wherein the target charging and discharging facilities include fixed charging and discharging piles and mobile charging and discharging vehicles.

[0093] Specifically, the power range and specific application scenarios of fixed charging and discharging piles and mobile charging and discharging vehicles are different, as shown in Table 5 below.

[0094] Table 5 Parameters and performance of main charging and discharging facilities of road-side hybrid charging and discharging station

[0095] It should be noted that the parameters and performance of the main charging and discharging facilities of the road-side hybrid charging and discharging station listed in the above Table 5 are only for illustrative purposes. In actual applications, the power range and application scenarios of the corresponding facilities can be increased or reduced according to specific application requirements or application upgrades. This application does not impose any restrictions on this.

[0096] Specifically, the charging and discharging modes of the mobile charging and discharging vehicle can be found in Figure 2 ,Depend on Figure 2 It can be seen that the charging and discharging modes of the mobile charging and discharging vehicle include (a) the charging and discharging mode in which the mobile charging and discharging vehicle charges the electric vehicle and (b) the charging and discharging mode in which the fixed charging and discharging pile supplies power to the mobile charging and discharging vehicle.

[0097] In some possible implementations, the fixed charging and discharging pile includes an AC / DC fixed charging and discharging pile and a wall-mounted charging and discharging pile, wherein the floor area of ​​the wall-mounted charging and discharging pile is smaller than the floor area of ​​the AC / DC fixed charging and discharging pile.

[0098] It should be noted that the wall-mounted charging and discharging pile is a fixed charging and discharging pile.

[0099] Specifically, the charging and discharging modes of the fixed charging and discharging piles can be found in Figure 3 .

[0100] Among them, the wall-mounted charging and discharging pile is placed on the integrated integrated pole, and the charging and discharging mode of the wall-mounted charging and discharging pile can be referred to Figure 4 .Depend on Figure 4 It can be seen that the integrated pole is also equipped with traffic cameras, monitors, electronic displays, environmental monitors, lighting lamps, V2G charging and discharging guns, etc.

[0101] For example, the fixed charging and discharging pile occupies an area of ​​about 2m 2 The fixed charging and discharging pile is equipped with two charging and discharging nozzles. The mobile charging and discharging vehicle occupies an area of ​​about 1m 2 , the mobile charging and discharging vehicle is equipped with 1 charging and discharging muzzle.

[0102] It should be noted that the floor space and the number of charging and discharging muzzles of the above-mentioned fixed charging and discharging piles and the floor space and the number of charging and discharging muzzles of the mobile charging and discharging vehicle are merely for illustrative purposes. In actual applications, any other suitable size of fixed charging and discharging piles or mobile charging and discharging vehicles and the number of charging and discharging muzzles can be designed according to specific application scenarios or application requirements. This application does not impose any restrictions on this.

[0103] For example, the layout design of the road-side hybrid charging and discharging station is compact, which greatly saves the floor space. For example, a charging and discharging station including 2 fixed charging and discharging piles, 1 mobile charging and discharging vehicle and 1 integrated integrated pole and other charging and discharging facilities has an area of ​​about 2×2m 2 +1m 2 +0.1m 2 =5.1m 2 .

[0104] In some possible implementations, the method further includes: if there is no idle target charging and discharging facility in the target roadside charging and discharging station, driving the electric vehicle into an empty parking space in the target roadside charging and discharging station to wait.

[0105] In some possible implementations, the mobile charging and discharging vehicle includes a manned type and an unmanned type; the unmanned type autonomously moves to a target position near a parking space for the electric vehicle to be charged and discharged based on an intelligent control algorithm, so that the unmanned type mobile charging and discharging vehicle performs charging and discharging operations with the electric vehicle.

[0106] Specifically, the expression corresponding to the intelligent control algorithm is: in,( a , b ) represents the coordinates of the target position, 0≤ a , b ≤1; Represents the coordinate position variable ( = a , b ), represents the driving path function, Dis Indicates the driving distance.

[0107] Specifically, when the electric vehicle user selects a parking space in the charging and discharging program, the system will automatically generate the target position coordinates (a, b) of the mobile charging and discharging vehicle and calculate the driving distance. , and then according to Generate a straight line path from the starting position to the target position. When the mobile charging and discharging vehicle is driving along the straight line path, if its built-in sensor finds an obstacle in the straight line path, it will bypass the obstacle and continue to regenerate a second straight line path with a new starting point until it reaches the target position.

[0108] S16, after the electric vehicle enters a parking space near the target charging and discharging facility, the electric vehicle is charged by the target charging and discharging facility or the electric vehicle is discharged to the target charging and discharging facility.

[0109] In the implementation method of a road-side hybrid charging and discharging station provided in the embodiment of the present application, the plane layout of the road-side charging and discharging station including fixed charging and discharging piles and mobile charging and discharging vehicles is designed, and a space resource efficient utilization technology based on a multi-constraint road-side layout optimization model is proposed to reduce land occupation and the comprehensive construction cost of a single station. A multi-objective spatiotemporal coupling distribution planning model technology based on "maximizing demand coverage-minimizing traffic congestion-minimizing construction cost" is proposed to achieve balanced charging demand coverage, traffic congestion relief and construction cost control. A "hybrid charging and discharging facility synergy enhancement based on multi-objective decision-making" model technology is proposed. By flexibly adjusting sensitivity parameters and dynamically matching user needs, the optimal charging and discharging facilities are intelligently recommended to users in real time, maximizing resource utilization efficiency, minimizing the comprehensive investment utility of users, and significantly improving user experience; the charging and discharging station is located on the outside of the target road, which is convenient for search and navigation and has no impact on pedestrians on the road; the site design and layout are simple, easy to build and operate; there are many charging and discharging facilities, a wide service range, and a high coverage rate, with sufficient roadside parking spaces to avoid queuing and quick and convenient entry / exit; it can optimize the environment and charging experience along the road and improve traffic conditions; fixed charging and discharging piles and mobile charging and discharging vehicles are deployed together, and mobile charging and discharging vehicles can be autonomously Electric vehicles can be charged by driving or manually reaching parking spaces at different distances, which significantly expands the charging range where fixed charging and discharging piles are insufficient. Fixed charging and discharging piles and mobile charging and discharging vehicles are smaller in size, saving the floor space of charging piles. More fixed charging and discharging piles and mobile charging and discharging vehicles can be deployed in a limited space, reducing the waiting time of vehicles to be charged and improving the charging and discharging efficiency of electric vehicles. Fixed charging and discharging piles and mobile charging and discharging vehicles also support electric vehicles discharging to charging piles, realizing the upgrade of electricity flow from one-way flow to two-way flow. Charging and discharging stations can also match various operating environments, operating scenarios and functions such as electric vehicle charging and discharging, vehicle-grid interaction, peak shaving and valley filling, load transfer and emergency power supply, participation in virtual power plants, etc.

[0110] See also Figure 5 , Figure 5 Shown is a structural diagram of an implementation method of a road-side hybrid charging and discharging station provided in one embodiment of the present application. Figure 5 The steps in the above Figure 1 Detailed description has been given in the application, and this application will not repeat it again.

[0111] Figure 6 The flowchart of selecting idle target charging and discharging facilities in one embodiment of the present application is shown. Figure 6 As shown, the process of screening idle target charging and discharging facilities in the embodiment of the present application includes the following steps S61 to S64.

[0112] S61: If there is an idle fixed charging and discharging pile in the target roadside charging and discharging station, determine the fixed charging and discharging pile as the target charging and discharging facility.

[0113] S62: If all the fixed charging and discharging piles in the target roadside charging and discharging station are occupied, the idle mobile charging and discharging vehicles in the target roadside charging and discharging station are determined as the target charging and discharging facilities.

[0114] S63: If the target roadside charging and discharging station has an idle mobile charging and discharging vehicle, the mobile charging and discharging vehicle is determined as the target charging and discharging facility.

[0115] S64: If all the mobile charging and discharging vehicles in the target roadside charging and discharging station are occupied, the idle fixed charging and discharging piles in the target roadside charging and discharging station are determined as the target charging and discharging facilities.

[0116] Exemplarily, the idle state of the fixed charging and discharging pile and / or the mobile charging and discharging vehicle in the charging and discharging station on the target road side can be queried based on the on-site indicator light of the charging and discharging pile, the mobile application corresponding to the charging and discharging pile, and the like.

[0117] It should be noted that the above-listed methods of querying the idle status of the fixed charging and discharging piles and / or the mobile charging and discharging vehicles in the target road-side charging and discharging station are only for illustrative purposes. In actual applications, any other suitable method can be selected to determine the idle fixed charging and discharging piles or the mobile charging and discharging vehicles according to specific application requirements. This application does not impose any restrictions on this.

[0118] It should be noted that the order of selecting idle fixed charging and discharging piles or mobile charging and discharging vehicles in the above steps S61 to S64 is only for illustrative purposes. In actual applications, idle fixed charging and discharging piles or idle mobile charging and discharging vehicles can be given priority according to actual needs, and this application does not impose any restrictions on this.

[0119] See also Figure 7 , Figure 7 The schematic diagram of the design and layout of the road-side hybrid charging and discharging station provided by one embodiment of the present application is shown. Figure 7 It can be seen that fixed charging and discharging piles, integrated poles, mobile charging and discharging vehicles, etc. are deployed on the outside of the target road, and the 0.4kv distribution box is used to charge the fixed charging and discharging piles. The meter box is connected to the 0.4kv distribution box and the fixed charging and discharging piles and the integrated poles respectively. The meter box can display the charging amount of the 0.4kv distribution box for the fixed charging and discharging piles or the integrated poles in real time.

[0120] The roadside hybrid charging and discharging station includes multiple dedicated parking spaces, which are arranged in a straight line outside the road edge. The dedicated parking spaces are set according to the traffic volume, demand and number of charging and discharging facilities in the environment and area.

[0121] It should be noted that Figure 7 The design and layout design diagram of the road-side hybrid charging and discharging station is only an exemplary layout design of the road-side hybrid charging and discharging station. In actual applications, the number and deployment locations of fixed charging and discharging piles, mobile charging and discharging piles, and meter boxes in the hybrid charging and discharging station can be reasonably set according to specific service requirements, traffic flow conditions and other application scenarios. This application does not impose any restrictions on this.

[0122] This application also includes a design method for a road-side hybrid charging and discharging station, such as Figure 8 As shown, the design method of the road-side hybrid charging and discharging station in the embodiment of the present application includes steps S81 to S82.

[0123] S81, fixing a fixed charging and discharging pile at a first preset position outside the road, wherein the fixed charging and discharging pile includes an AC / DC fixed charging and discharging pile and a wall-mounted charging and discharging pile.

[0124] Exemplarily, to facilitate charging and discharging of electric vehicles, the first preset position is a position close to the edge of the road.

[0125] Exemplarily, the distance between two adjacent fixed charging and discharging piles is 20 to 30 meters.

[0126] It should be noted that the number of fixed charging and discharging piles in the road-side hybrid charging and discharging station can be reasonably set according to the charging and discharging scale and efficiency requirements in the road-side hybrid charging and discharging station, and this application does not impose any restrictions on this.

[0127] S82, placing a mobile charging and discharging vehicle at a second preset position outside the road, wherein the mobile charging and discharging vehicle moves freely in the hybrid charging and discharging station outside the road.

[0128] Specifically, when a mobile charging and discharging vehicle is needed to charge an electric vehicle, after the electric vehicle parks at a parking space, the mobile charging and discharging vehicle autonomously moves to the vicinity of the parking space for the electric vehicle to be charged and discharged according to the intelligent control algorithm program, so as to charge the electric vehicle in time.

[0129] The design method of the road-side hybrid charging and discharging station in the embodiment of the present application solves the technical problem that the electric vehicle is far away from the parking space and the fixed charging and discharging pile cannot charge the electric vehicle, avoids the long waiting time of the electric vehicle, and improves the charging efficiency of the electric vehicle. In addition, the fixed charging and discharging pile can also discharge to the mobile charging and discharging vehicle, so that the mobile charging and discharging vehicle becomes the intermediate medium for transmitting electricity, and transmits the limited electricity to the application scenarios where it is more needed, so as to achieve balanced distribution of electricity, etc. In the design method of the road-side hybrid charging and discharging station, the fixed charging and discharging pile and the mobile charging and discharging vehicle are jointly deployed, which significantly expands the scope and coverage of charging and discharging services and improves the flexibility of charging and discharging of electric vehicles.

[0130] See also Fig. 9 , Fig. 9 Shown is a plan view of the entry and exit and operation process of electric vehicles at a road-side hybrid charging and discharging station provided by an embodiment of the present application.

[0131] See also Fig.10 , the electric vehicle entry and exit and operation process is summarized as follows Fig.10 As shown in the figure, the entry and exit and operation process of electric vehicles mainly includes five main steps: searching and entering, mode selection and cost-benefit evaluation, charging or discharging, completion and settlement, and exiting and leaving.

[0132] Search and Drive In Electric vehicle users with charging and discharging needs search for nearby roadside hybrid charging and discharging stations through their mobile phones, and then reach the entrance of the charging and discharging station through navigation. If the user adopts the charging and discharging facilities recommended by the program, observe whether the charging and discharging facilities recommended by the program are occupied. If the charging and discharging facilities recommended by the program are not occupied, the user will drive the car into the parking space near the recommended charging and discharging facilities and enter the steps of mode selection and cost-benefit evaluation; if the charging and discharging facilities recommended by the program are occupied, the user will independently choose other charging and discharging facilities; if the user does not adopt the charging and discharging facilities recommended by the program, the user will independently choose other charging and discharging facilities; if all charging and discharging facilities are occupied, the user can choose any vacant parking space and queue up to wait for vacant charging and discharging facilities.

[0133] Model selection and cost-effectiveness assessment Specifically, electric vehicle users choose charging mode or discharging mode according to their own needs. If the user chooses to enter the charging mode, select the charging power, enter the payment program to complete the fee payment; if the user chooses to enter the discharging mode, the program detects and evaluates the electric vehicle's dischargeable power and remaining mileage, and then selects the discharge power, enters the profit evaluation program, and evaluates the profit that can be obtained.

[0134] Among them, the dischargeable power and remaining mileage of electric vehicles can be evaluated by the following formula.

[0135] in, μ res Indicates the proportion of electric vehicle dischargeable power, E res Indicates the dischargeable capacity. L res Indicates the remaining mileage; U t , U max , U min , respectively represent the real-time voltage, the highest working voltage and the lowest working voltage of the electric vehicle battery; E n , E d , E av They respectively represent the rated capacity of the electric vehicle, the critical capacity for discharge termination, and the power consumption per unit mileage.

[0136] Charging or discharging of electric vehicles: When the electric vehicle user connects the charging gun to the charging and discharging interface of the electric vehicle, the charging or discharging is started in the program. Observe whether the charging or discharging status is normal. If a fault alarm occurs, click to start the fault termination program and recalculate the charging or discharging power.

[0137] Completion and settlement: For electric vehicles in charging mode, users need to determine whether the charging power reaches the target value. If the target value is not reached, the difference will be refunded based on the actual charging power; for electric vehicles in discharging mode, users need to settle and obtain system benefits based on the actual discharge power. Finally, the charging or discharging settlement is completed.

[0138] Exit and drive away: After completing the settlement, the electric vehicle user should return the charging gun to its original position and exit the charging and discharging program. After observing the real-time conditions of the charging and discharging station and the road, the user can directly leave the parking space and the road-side hybrid charging and discharging station.

[0139] Fig.10 Each step in the above steps has been described in detail, and this application will not repeat them again.

[0140] The embodiment of the present application designs an electric vehicle entry and exit and operation process including five main steps: search and entry, mode selection and cost-benefit evaluation, charging or discharging, completion and settlement, exit and departure, so as to improve the service efficiency and quality of charging facilities, improve traffic conditions, and meet users' charging needs more conveniently and efficiently.

[0141] The protection scope of the operation and design method of the road-side hybrid charging and discharging station of the embodiment of the present application is not limited to the execution order of the steps listed in this embodiment. All solutions implemented by adding, reducing or replacing steps in the prior art based on the principles of the present application are included in the protection scope of the present application.

[0142] In the several embodiments provided in the present application, it should be understood that the disclosed method can be implemented in other ways. For example, the embodiments described above are only schematic, for example, the division of modules / units is only a logical function division, and there may be other division methods in actual implementation, such as multiple modules or units can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interfaces, devices or modules or units, which can be electrical, mechanical or other forms.

[0143] The modules / units described as separate components may or may not be physically separated, and the components displayed as modules / units may or may not be physical modules, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules / units may be selected according to actual needs to achieve the purpose of the embodiments of the present application. For example, the functional modules / units in the various embodiments of the present application may be integrated into one processing module, or each module / unit may exist physically separately, or two or more modules / units may be integrated into one module / unit.

[0144] Those of ordinary skill in the art should further appreciate that the units and steps of each example described in conjunction with the embodiments disclosed herein can be implemented with electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in terms of function in the above description. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0145] The descriptions of the processes or structures corresponding to the above-mentioned figures have different emphases. For parts that are not described in detail in a certain process or structure, please refer to the relevant descriptions of other processes or structures.

[0146] The above embodiments are merely illustrative of the principles and effects of the present application and are not intended to limit the present application. Anyone familiar with the technology may modify or change the above embodiments without violating the spirit and scope of the present application. Therefore, all equivalent modifications or changes made by a person of ordinary skill in the art without departing from the spirit and technical ideas disclosed in the present application shall still be covered by the claims of the present application.

Claims

1. A method for implementing a road-side hybrid charging and discharging station, characterized in that: The method comprises: Improve spatial resource utilization based on multi-constraint roadside layout optimization model; The location of the charging and discharging station is determined by using a multi-objective spatiotemporal coupling optimization site selection and deployment technology; The charging and discharging station is operated by adopting a hybrid charging and discharging facility synergistic efficiency enhancement scheme based on multi-objective decision-making; The charging and discharging process of the charging and discharging station includes: Determine a target roadside charging and discharging station corresponding to the electric vehicle to be charged and discharged; Screening idle target charging and discharging facilities in the target roadside charging and discharging station, wherein the target charging and discharging facilities include fixed charging and discharging piles and mobile charging and discharging vehicles; After the electric vehicle enters a parking space near the target charging and discharging facility, the electric vehicle is charged by the target charging and discharging facility or the electric vehicle discharges to the target charging and discharging facility.

2. The implementation method of the road-side hybrid charging and discharging station according to claim 1 is characterized in that: The multi-constraint roadside layout optimization model includes two parts: decision variables and optimization objectives; The decision variables Indicates whether it is at the candidate point Construction of hybrid charging and discharging stations; The optimization objective is used to determine the minimized construction cost of the hybrid charging and discharging station.

3. The implementation method of the road-side hybrid charging and discharging station according to claim 1 is characterized in that: The constraints corresponding to the multi-objective spatiotemporal coupling optimization site selection and deployment technology include: Capacity-demand matching constraints, traffic stability constraints, construction cost constraints, and minimum coverage requirement constraints; The expression corresponding to the capacity-demand matching constraint is: in, Indicates demand point Arrival at candidate site The driving time, μ represents the charging facility utilization factor, η represents the service efficiency per unit capacity, Indicates candidate sites The number of fixed charging and discharging piles and / or mobile charging and discharging vehicles; Indicates demand point ∈L The intensity of charging demand; The expression corresponding to the traffic stability constraint is: in, Indicates candidate points The basic traffic flow of the road section, Representation Configuration Number of hybrid charging and discharging facilities After completion, the traffic will be increased. Indicates road segment The capacity threshold of , γ∈(0,1) represents the traffic flow safety margin; The expression corresponding to the construction cost constraint is: in, represents the maximum construction cost value, Indicates the site The construction cost, Indicates the site The unit charging capacity cost is ∈{0, 1}, ∈{1} means at the candidate point Construction of charging and discharging stations, ∈{0} means not in the candidate point Construction of charging and discharging stations; The expression corresponding to the minimum coverage requirement constraint is: in, Indicates the core demand points, Indicates the maximum acceptable service radius.

4. The implementation method of the road-side hybrid charging and discharging station according to claim 1 is characterized in that: When the charging and discharging station is operated using a hybrid charging and discharging facility synergistic efficiency enhancement scheme based on multi-objective decision-making, the corresponding expression is: Among them, x=1 represents a fixed charging and discharging pile, and x=0 represents a mobile charging and discharging vehicle; ∈[0,1] is the time-sensitive coefficient, represents the cost sensitivity coefficient; T (x) represents the total time consumed, C (x) represents the total cost.

5. The implementation method of the road-side hybrid charging and discharging station according to claim 1 is characterized in that: The step of selecting idle target charging and discharging facilities in the target roadside charging and discharging station includes: If there is an idle fixed charging and discharging pile in the target roadside charging and discharging station, the fixed charging and discharging pile is determined as the target charging and discharging facility; If all the fixed charging and discharging piles in the target roadside charging and discharging station are occupied, the idle mobile charging and discharging vehicles in the target roadside charging and discharging station are determined as the target charging and discharging facilities; If there is an idle mobile charging and discharging vehicle in the target roadside charging and discharging station, the mobile charging and discharging vehicle is determined as the target charging and discharging facility; If the mobile charging and discharging vehicles in the target roadside charging and discharging station are all occupied, the idle fixed charging and discharging piles in the target roadside charging and discharging station are determined as the target charging and discharging facilities.

6. The implementation method of the road-side hybrid charging and discharging station according to claim 1 is characterized in that: The fixed charging and discharging pile includes an AC / DC fixed charging and discharging pile and a wall-mounted charging and discharging pile, wherein the floor area of ​​the wall-mounted charging and discharging pile is smaller than the floor area of ​​the AC / DC fixed charging and discharging pile.

7. The implementation method of the road-side hybrid charging and discharging station according to claim 1 is characterized in that: The method further includes: if there is no idle target charging and discharging facility in the target roadside charging and discharging station, driving the electric vehicle into an empty parking space in the target roadside charging and discharging station and waiting.

8. The implementation method of the road-side hybrid charging and discharging station according to claim 1 is characterized by: The mobile charging and discharging vehicles include manned and unmanned types; The unmanned driving type autonomously moves to a target position near the parking space of the electric vehicle to be charged and discharged based on an intelligent control algorithm, so that the unmanned driving type mobile charging and discharging vehicle performs charging and discharging operations with the electric vehicle.

9. The implementation method of the road-side hybrid charging and discharging station according to claim 8 is characterized by: The expression corresponding to the intelligent control algorithm is: in,( a , b ) represents the coordinates of the target position, 0≤ a , b ≤1; Represents the coordinate position variable ( = a , b ), represents the driving path function, Dis Indicates the driving distance.

10. A design method for a road-side hybrid charging and discharging station, characterized in that: Used for designing the road-side hybrid charging and discharging station according to any one of claims 1 to 9, the design method comprising: Fixing a fixed charging and discharging pile at a first preset position outside the road, wherein the fixed charging and discharging pile includes an AC / DC fixed charging and discharging pile and a wall-mounted charging and discharging pile; The mobile charging and discharging vehicle is placed at a second preset position outside the road, wherein the mobile charging and discharging vehicle moves freely in the hybrid charging and discharging station outside the road.

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