Energy scheduling method and device and vehicle

Abstract

The invention relates to the technical field of energy scheduling, in particular to an energy scheduling method and device and a vehicle, and the method comprises the steps: obtaining a first vehicle position and a first remaining fuel reserve of a demanded vehicle; a target fuel supply point of the demand vehicle is determined based on the first vehicle position and the first remaining fuel reserve, and the target fuel supply point comprises an agreed position between the demand vehicle and the candidate vehicle; and guiding one or more of the demanded vehicle and the candidate vehicle to run to the target fuel supply point, and supplying fuel to the demanded vehicle at the target fuel supply point. Therefore, the problems of low energy scheduling efficiency, poor flexibility and the like in related technologies are solved.

Description

Technical Field

[0001] The present application relates to the field of energy scheduling technology, and in particular to an energy scheduling method, device and vehicle. Background Art

[0002] In the modern transportation system, energy dispatch is a critical component for ensuring efficient vehicle operation and reducing operating costs. With the rapid increase in vehicle ownership and the diversification of energy sources, the requirements for energy dispatch are becoming increasingly stringent. Whether it's passenger vehicles frequently traversing the city or logistics vehicles carrying out critical transportation tasks, they all require timely and efficient energy refueling to ensure smooth journeys.

[0003] However, current energy dispatch technology struggles to meet these demands. Vehicles rely primarily on the driver's personal experience and limited information channels to find refueling points. Fuel stations are the only refueling points, with no other avenues for refueling. Consequently, drivers often rely on roadside signs and basic navigation software to locate nearby refueling stations, without access to real-time information about individual stations. This often results in significant time and fuel consumption in the search for refueling points, reducing energy dispatch efficiency and increasing vehicle operating costs. Summary of the Invention

[0004] The present application provides an energy scheduling method, device and vehicle to solve the problems of low energy scheduling efficiency and poor flexibility in related technologies.

[0005] An embodiment of the first aspect of the present application provides an energy scheduling method, comprising the following steps: obtaining a first vehicle position and a first remaining fuel reserve of a demand vehicle; determining a target fuel supply point of the demand vehicle based on the first vehicle position and the first remaining fuel reserve, wherein the target fuel supply point includes a candidate fuel station and an agreed position between the demand vehicle and the candidate vehicle; guiding the demand vehicle and one or more of the candidate vehicles to travel to the target fuel supply point, and refueling the demand vehicle at the target fuel supply point.

[0006] Optionally, determining a target fuel refueling point for the desired vehicle based on a first vehicle position and a first remaining fuel reserve includes: obtaining site information of a candidate fuel station and vehicle information of a candidate vehicle; determining a first distance between the desired vehicle and the candidate fuel station, and a second distance between the desired vehicle and the agreed location based on the first vehicle position, and calculating a drivable distance of the desired vehicle based on the first remaining fuel reserve; determining a total score of each candidate fuel station and the agreed location based on at least one of the drivable distance, the first distance, the second distance, the site information, and the vehicle information; and selecting a target fuel refueling point from the candidate fuel stations and the agreed location based on their respective total scores.

[0007] Optionally, based on at least one of the drivable distance, the first distance, the second distance, the site information and the vehicle information, the total score of each candidate fuel station and the agreed location is determined, including: obtaining the influencing factors of the target fuel supply point, wherein the influencing factors include at least one of the distance factor, the time factor, the fuel factor and the adaptation factor; calculating the sub-score of each influencing factor of the candidate fuel station based on the drivable distance, the first distance and the site information, and calculating the total score of the candidate fuel station based on the sub-score of each influencing factor of the candidate fuel station and the corresponding weight; calculating the sub-score of each influencing factor of the agreed location based on the drivable distance, the second distance and the vehicle information, and calculating the total score of the agreed location based on the sub-score of each influencing factor of the agreed location and the corresponding weight.

[0008] Optionally, a sub-score of each influencing factor of the candidate fuel station is calculated based on the drivable distance, the first distance and the station information, including: identifying the queuing time, refueling time, fuel reserves, fuel price and adaptation type in the station information; calculating the sub-score of the distance factor of the candidate fuel station based on the drivable distance and the first distance; calculating the sub-score of the time factor of the candidate fuel station based on the queuing time and refueling time in the station information; calculating the sub-score of the fuel factor of the candidate fuel station based on the fuel reserves and fuel price in the station information; and calculating the sub-score of the adaptation factor of the candidate fuel station based on the adaptation type in the station information.

[0009] Optionally, before calculating the total score of the candidate fuel station based on the sub-score of each influencing factor of the candidate fuel station and the corresponding first weight, it also includes: if the drivable distance is less than the first distance, determining that the corresponding candidate fuel station is an unreachable fuel station, and correcting the respective weights of each influencing factor of the unreachable fuel station.

[0010] Optionally, a sub-score of each influencing factor of the agreed location is calculated based on the drivable distance, the second distance and the vehicle information, including: identifying the queuing time, refueling time, fuel reserves, fuel price and adaptation type in the vehicle information; calculating the sub-score of the distance factor of the agreed location based on the drivable distance and the second distance; calculating the sub-score of the time factor of the agreed location based on the queuing time and refueling time in the vehicle information; calculating the sub-score of the fuel factor of the agreed location based on the fuel reserves and fuel price in the vehicle information; and calculating the sub-score of the adaptation factor of the agreed location based on the adaptation type in the vehicle information.

[0011] Optionally, before selecting the target fuel supply point from the candidate fuel stations and the agreed location according to their respective total scores, the method further includes: obtaining the driving path of the demand vehicle; and correcting the respective total scores of the candidate fuel stations and the agreed location based on the driving path.

[0012] Optionally, determining a first distance between the demand vehicle and the candidate fuel station, and a second distance between the demand vehicle and the agreed location based on the first vehicle position includes: identifying the site location of the candidate fuel station and the second location of the agreed location; calculating the first distance between the demand vehicle and the candidate fuel station based on the first vehicle position and the site location; and calculating the second distance between the demand vehicle and the agreed location based on the first vehicle position and the second location.

[0013] The second aspect of the present application provides an energy scheduling device, including: an acquisition module for acquiring a first vehicle position and a first remaining fuel reserve of a demand vehicle; a determination module for determining a target fuel supply point of the demand vehicle based on the first vehicle position and the first remaining fuel reserve, wherein the target fuel supply point includes a candidate fuel station and an agreed position between the demand vehicle and the candidate vehicle; a guidance module for guiding the demand vehicle and one or more of the candidate vehicles to travel to the target fuel supply point, and refueling the demand vehicle at the target fuel supply point.

[0014] Optionally, the determination module is further used to: obtain site information of candidate fuel stations and vehicle information of candidate vehicles; determine a first distance between the required vehicle and the candidate fuel station, and a second distance between the required vehicle and the agreed location based on the first vehicle position, and calculate the drivable distance of the required vehicle based on the first remaining fuel reserve; determine the total score of the candidate fuel station and the agreed location based on at least one of the drivable distance, the first distance, the second distance, the site information and the vehicle information; and select a target fuel supply point from the candidate fuel stations and the agreed location based on their respective total scores.

[0015] Optionally, the determination module is further used to: obtain site information of candidate fuel stations and vehicle information of candidate vehicles; determine a first distance between the required vehicle and the candidate fuel station, and a second distance between the required vehicle and the agreed location based on the first vehicle position, and calculate the drivable distance of the required vehicle based on the first remaining fuel reserve; determine the total score of the candidate fuel station and the agreed location based on at least one of the drivable distance, the first distance, the second distance, the site information and the vehicle information; and select a target fuel supply point from the candidate fuel stations and the agreed location based on their respective total scores.

[0016] Optionally, the determination module is further used to: obtain influencing factors of the target fuel supply point, wherein the influencing factors include at least one of a distance factor, a time factor, a fuel factor, and an adaptation factor; calculate the sub-score of each influencing factor of the candidate fuel station based on the drivable distance, the first distance, and the station information, and calculate the total score of the candidate fuel station based on the sub-score of each influencing factor of the candidate fuel station and the corresponding weight; calculate the sub-score of each influencing factor of the agreed location based on the drivable distance, the second distance, and the vehicle information, and calculate the total score of the agreed location based on the sub-score of each influencing factor of the agreed location and the corresponding weight.

[0017] Optionally, the determination module is further used to: identify the queuing time, refueling time, fuel reserves, fuel price and adaptation type in the station information; calculate the sub-score of the distance factor of the candidate fuel station based on the drivable distance and the first distance; calculate the sub-score of the time factor of the candidate fuel station based on the queuing time and refueling time in the station information; calculate the sub-score of the fuel factor of the candidate fuel station based on the fuel reserves and fuel price in the station information; calculate the sub-score of the adaptation factor of the candidate fuel station based on the adaptation type in the station information.

[0018] Optionally, it also includes: a first correction module, which is used to determine that the corresponding candidate fuel station is an unreachable fuel station if the drivable distance is less than the first distance before calculating the total score of the candidate fuel station based on the sub-score and corresponding weight of each influencing factor of the candidate fuel station, and correct the respective weights of each influencing factor of the unreachable fuel station.

[0019] Optionally, the determination module is further used to: identify the queuing time, refueling time, fuel reserves, fuel price and adaptation type in the vehicle information; calculate the sub-score of the distance factor of the agreed location based on the drivable distance and the second distance; calculate the sub-score of the time factor of the agreed location based on the queuing time and refueling time in the vehicle information; calculate the sub-score of the fuel factor of the agreed location based on the fuel reserves and fuel price in the vehicle information; calculate the sub-score of the adaptation factor of the agreed location based on the adaptation type in the vehicle information.

[0020] Optionally, it also includes: a second correction module, which is used to obtain the driving path of the required vehicle before selecting the target fuel supply point from the candidate fuel stations and the agreed location according to their respective total scores; and correct the respective total scores of the candidate fuel stations and the agreed location based on the driving path.

[0021] Optionally, the determination module is further used to: identify the site location of the candidate fuel station and the second location of the agreed location; calculate the first distance between the required vehicle and the candidate fuel station based on the first vehicle position and the site location; calculate the second distance between the required vehicle and the agreed location based on the first vehicle position and the second location.

[0022] A third aspect of the present application provides a vehicle that refuels at a target fuel refueling point, wherein the target fuel refueling point is determined based on the energy scheduling method of the above embodiment.

[0023] The fourth aspect of the present application provides a cloud platform, including: a memory, a processor, and a computer program stored in the memory and runnable on the processor, and the processor executes the program to implement the energy scheduling method as described in the above embodiment.

[0024] Therefore, this application has at least the following beneficial effects:

[0025] The embodiment of the present application can determine the target fuel supply point of the demand vehicle based on the first vehicle position and the first remaining fuel reserve of the demand vehicle, and comprehensively dispatch the demand vehicle and one or more of the candidate vehicles to travel to the target fuel supply point to refuel the demand vehicle at the target fuel supply point, thereby achieving reasonable scheduling among the demand vehicle, storage vehicle and fuel station. By optimizing the scheduling process through three-party scheduling, the time and fuel consumption of vehicles searching for fuel supply points are reduced, and the efficiency of energy replenishment is improved. At the same time, the target fuel supply point can be flexibly determined through three-party scheduling, which improves the flexibility, efficiency and adaptability of energy scheduling to complex scenarios. Therefore, technical problems such as low efficiency and poor flexibility of energy scheduling in related technologies are solved.

[0026] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0028] Figure 1 A flowchart of an energy scheduling method provided according to an embodiment of the present application;

[0029] Figure 2 This is an overall flow chart of the energy scheduling method provided according to a specific embodiment of the present application;

[0030] Figure 3 A flow chart for selecting a hydrogenation solution according to a specific embodiment of the present application;

[0031] Figure 4 This is the structural diagram of the original vehicle hydrogen storage system;

[0032] Figure 5 A structural diagram of a vehicle hydrogen storage system provided according to a specific embodiment of the present application;

[0033] Figure 6 A schematic diagram of a vehicle-to-vehicle hydrogen refueling system provided according to a specific embodiment of the present application;

[0034] Figure 7 This is a control flow chart of vehicle-to-vehicle hydrogenation SOC according to a specific embodiment of the present application;

[0035] Figure 8 An example diagram of an energy scheduling device according to an embodiment of the present application;

[0036] Figure 9 This is a schematic diagram of the structure of the cloud platform provided according to an embodiment of the present application. DETAILED DESCRIPTION

[0037] The following describes in detail embodiments of the present application, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0038] The energy scheduling method, device and vehicle of the embodiment of the present application are described below with reference to the accompanying drawings. In view of the fact that the current energy scheduling technology mentioned in the above background technology is difficult to meet these needs, the most prominent problem is the problem of low scheduling efficiency and poor flexibility. The present application provides an energy scheduling method, in which the target fuel supply point of the demand vehicle can be determined according to the first vehicle position and the first remaining fuel reserve of the demand vehicle, and the demand vehicle and one or more of the candidate vehicles are comprehensively scheduled to travel to the target fuel supply point to refuel the demand vehicle at the target fuel supply point, optimize energy distribution, reduce the time and fuel consumption of the vehicle to find the fuel supply point, and improve the efficiency of energy supply. In addition, due to the rich types of target fuel supply points, the flexibility, efficiency and adaptability of energy scheduling to complex scenarios are improved. Thus, the problems of low energy scheduling efficiency and poor flexibility in the related technology are solved.

[0039] It should be noted that the energy scheduling method of the embodiment of the present application can be applied to scheduling a variety of energy sources, such as electricity, fuel oil, hydrogen, etc. The embodiment of the present application mainly describes the solution of the present application using the scheduling of hydrogen energy as an example.

[0040] Specifically, Figure 1 A flowchart of an energy scheduling method provided in an embodiment of the present application.

[0041] like Figure 1 As shown, the energy scheduling method includes the following steps:

[0042] In step S101 , a first vehicle position and a first remaining fuel reserve of a requesting vehicle are acquired.

[0043] Among them, the demand vehicle is a vehicle that needs to be supplemented with energy.

[0044] It can be understood that the embodiment of the present application can obtain the first vehicle position and the first remaining fuel reserves of the required vehicle, wherein the first vehicle position of the required vehicle can be obtained through the vehicle's positioning system, and the first remaining fuel reserves can be calculated through relevant information of the vehicle's oil gauge, electricity meter or sensor.

[0045] Taking hydrogen as an example, the first remaining fuel reserve is the remaining hydrogen SOC. The remaining hydrogen SOC can be calculated based on data such as hydrogen temperature and hydrogen storage pressure, specifically:

[0046] Assuming the hydrogen SOC at 15°C and 35MPa hydrogen storage pressure is 100%, when calculating the actual hydrogen SOC value (i.e. the remaining amount of hydrogen in the hydrogen bottle), the calculation is performed based on the hydrogen density at different temperatures and pressures. The hydrogen density at each temperature and pressure can be found by looking up the table.

[0047] Taking the 35MPa hydrogen system used in the demand vehicle as an example, the hydrogen SOC under current conditions is calculated as follows:

[0048]

[0049] Among them, ρ(35MPa, 15℃) is the hydrogen density at the rated hydrogen storage pressure of 35MPa and temperature of 15℃, and ρ(P, T) is the hydrogen density of the hydrogen bottle at the current pressure P and temperature T.

[0050] In step S102 , a target fuel refueling point of the requesting vehicle is determined based on the first vehicle position and the first remaining fuel reserve, wherein the target fuel refueling point includes candidate fuel stations and an agreed position between the requesting vehicle and the candidate vehicles.

[0051] The candidate vehicle is a vehicle that can provide fuel to the demand vehicle.

[0052] It can be understood that the embodiment of the present application can determine the target fuel supply point of the demand vehicle based on the first vehicle position and the first remaining fuel reserves of the demand vehicle, wherein the target fuel supply points include multiple types, mainly divided into candidate fuel stations and agreed positions between the demand vehicle and the candidate vehicles, and the agreed positions include the first vehicle position of the demand vehicle, the position of the candidate vehicle, and other agreed positions between the demand vehicle and the candidate vehicles. The most suitable target fuel supply point can be determined based on the actual situation of the demand vehicle, and the types of target fuel supply points are rich, which improves the efficiency and flexibility of vehicle energy supply.

[0053] As an implementable method, a target fuel supply point for a demand vehicle is determined based on a first vehicle position and a first remaining fuel reserve, including: obtaining site information of a candidate fuel station and vehicle information of a candidate vehicle; determining a first distance between the demand vehicle and the candidate fuel station, and a second distance between the demand vehicle and the agreed location based on the first vehicle position, and calculating a drivable distance of the demand vehicle based on the first remaining fuel reserve; determining a total score of each candidate fuel station and the agreed location based on the drivable distance, the first distance, the second distance, the site information, and at least one of the vehicle information; and selecting a target fuel supply point from the candidate fuel stations and the agreed location based on their respective total scores.

[0054] Among them, the station information may include queuing time, fuel reserves, fuel price, refueling time, adaptation type, etc. The adaptation type is whether the fuel station can provide the required vehicle with fuel that meets the specific requirements of the required vehicle. For example, if the required vehicle is a hydrogen energy vehicle, the maximum pressure of the hydrogen system is 35MPa, so it is necessary to find a corresponding matching 35MPa hydrogen refueling station. If the hydrogen refueling station can only provide 35MPa, the adaptability is the highest. If the hydrogen refueling station can provide both 35MPa and 70MPa, the adaptability is higher. If it can only provide 70MPa, the adaptability is 0; vehicle information may include adaptation type, refueling time, fuel reserves, etc. The fuel reserves in the vehicle information are the remaining available fuel reserves while meeting its own driving needs.

[0055] It can be understood that the embodiment of the present application can calculate the drivable distance of the demand vehicle based on the first remaining fuel reserve of the vehicle, and comprehensively consider the first distance between the demand vehicle and the candidate fuel station, the second distance between the demand vehicle and the agreed location, the drivable distance, the station information and the vehicle information to determine the total scores of the candidate fuel stations and the agreed location, and then select the target fuel supply point from the candidate fuel stations and the agreed location based on their respective total scores to determine the most suitable and economically feasible target fuel supply point for the demand vehicle.

[0056] As an implementable method, based on at least one of the drivable distance, the first distance, the second distance, the station information and the vehicle information, the total score of each candidate fuel station and the agreed location is determined, including: obtaining the influencing factors of the target fuel supply point, wherein the influencing factors include at least one of the distance factor, the time factor, the fuel factor and the adaptation factor; calculating the sub-score of each influencing factor of the candidate fuel station based on the drivable distance, the first distance and the station information, and calculating the total score of the candidate fuel station based on the sub-score of each influencing factor of the candidate fuel station and the corresponding weight; calculating the sub-score of each influencing factor of the agreed location based on the drivable distance, the second distance and the vehicle information, and calculating the total score of the agreed location based on the sub-score of each influencing factor of the agreed location and the corresponding weight.

[0057] Among them, the selection of the target fuel supply point is affected by various factors, the main influencing factors include distance factor, time factor, fuel factor and adaptation factor. The weight of each influencing factor can be dynamically adjusted according to the actual situation. For example, when the remaining fuel reserves of the required vehicle are low and it is in an emergency state, the weight of the distance will be increased accordingly to ensure that the vehicle can replenish energy in time; in non-emergency situations, if more attention is paid to cost, the weight of the fuel factor will be increased.

[0058] It can be understood that the embodiment of the present application can calculate the sub-score of each influencing factor of the candidate fuel station based on the drivable distance, the first distance and the station information, and calculate the total score of the candidate fuel station based on the sub-score of each influencing factor of the candidate fuel station and the corresponding weight. Similarly, the sub-score of each influencing factor of the agreed location and the corresponding weight are calculated based on the drivable distance, the second distance and the vehicle information to calculate the total score of the agreed location, so as to comprehensively consider the impact of multiple factors on the selection of the target fuel supply point, and select the most suitable, optimal and economical location as the target fuel supply point by calculating the total score.

[0059] The specific calculation method is: the weight of the distance factor is ω1, the weight of the time factor is ω2, the weight of the fuel factor is ω3, the weight of the adaptation type factor is ω4, the sum of the weights is 1, and the sub-score of the distance selection factor of the candidate fuel station is S D1 , the sub-score of the time factor is S T1 , the fuel factor sub-score is S F1 , the sub-score of the adaptation type factor is S a , similarly, the sub-score of the distance selection factor of the agreed location is S D2 , the sub-score of the time factor is S T2 , the fuel factor sub-score is S F2 , the sub-score of the adaptation type factor is S b ,but:

[0060] Total rating of candidate fuel stations:

[0061] S 燃料站 =ω1×S D1 +ω2×S T1 +ω3×S F1 +ω4×S a .

[0062] Total score for the agreed location:

[0063] S 约定位置 =ω1×S D2 +ω2×S T2 +ω3×S F2 +ω4×S b .

[0064] Furthermore, a better, more suitable and more economical target fuel supply point can be determined from the candidate fuel stations and agreed locations, thereby improving the efficiency and rationality of energy scheduling.

[0065] As an implementable manner, the sub-score of each influencing factor of the candidate fuel station is calculated based on the drivable distance, the first distance and the station information, including: identifying the queuing time, refueling time, fuel reserves, fuel price and adaptation type in the station information; calculating the sub-score of the distance factor of the candidate fuel station based on the drivable distance and the first distance; calculating the sub-score of the time factor of the candidate fuel station based on the queuing time and refueling time in the station information; calculating the sub-score of the fuel factor of the candidate fuel station based on the fuel reserves and fuel price in the station information; and calculating the sub-score of the adaptation factor of the candidate fuel station based on the adaptation type in the station information.

[0066] It can be understood that the embodiment of the present application can calculate the sub-score of the distance factor of the candidate fuel station based on the drivable distance and the first distance, calculate the sub-score of the time factor of the candidate fuel station based on the waiting time and the refueling time in the station information, calculate the sub-score of the fuel factor of the candidate fuel station based on the fuel reserves and fuel prices in the station information; and calculate the sub-score of the adaptation factor of the candidate fuel station based on the adaptation type in the station information.

[0067] In an embodiment of the present application, before calculating the total score of the candidate fuel station based on the sub-scores and corresponding weights of each influencing factor of the candidate fuel station, the method further includes: if the drivable distance is less than the first distance, determining that the corresponding candidate fuel station is an unreachable fuel station, and correcting the respective weights of each influencing factor of the unreachable fuel station.

[0068] It is understandable that in the embodiment of the present application, when the drivable distance is less than the first distance, the corresponding candidate fuel station is determined to be an unreachable fuel station, and the weight of each influencing factor of the unreachable fuel station is corrected to filter out the unreachable fuel station.

[0069] For example, if candidate fuel station A is an unreachable fuel station, the weight of the distance factor of candidate fuel station A is modified to 1, and the sub-score is 0.

[0070] In addition, it should be noted that for candidate fuel stations whose adaptation types are not suitable, that is, whose adaptability is 0, the weights are also corrected in a similar manner as described above to screen out the candidate fuel stations that are not suitable.

[0071] The scoring calculation for various influencing factors of candidate fuel stations is as follows:

[0072] 1. Sub-score S of distance factor D1 .

[0073] (1) The first distance is the distance between the demand vehicle and the candidate fuel station. The closer the distance, the higher the score.

[0074] For each candidate fuel station, calculate the distance D from the demand vehicle to the fuel station d1 Assume that among all the reachable supply points, the maximum distance from the demand vehicle to the supply point is D d1-max , the minimum distance is D d1-min , then the first distance score S D1 The calculation formula is:

[0075]

[0076] Sub-score S of the distance factor D1 .

[0077] It should be noted that the purpose of the drivable distance in the distance factor is to correct the weight of the distance factor of an unreachable fuel station. If the candidate fuel station is reachable, the sub-score of the distance factor is determined based on the first distance.

[0078] 2. Sub-score S of time factor T1 .

[0079] (1) Queuing time at fuel stations: The queuing time at candidate fuel stations. The shorter the queuing time, the higher the score.

[0080] For a candidate fuel station, obtain its queuing time T t1 . Assume that the maximum queuing time among all candidate fuel stations is T t1-max , the minimum queuing time is T t1-min , then the queue time is S t1 score:

[0081]

[0082] If there is no queue at a candidate fuel station, T t1 =0, then S t1 =100.

[0083] (2) Refueling time: The shorter the time, the higher the score.

[0084] Calculate the refueling time T for each refueling point t2 , including the fuel refueling time of the candidate fuel stations. Assume that the maximum refueling time of all candidate fuel stations is T t2-max , the minimum replenishment time is T t2-min , then the fuel refueling time is S t2 score:

[0085]

[0086] Sub-score S for time factorT1 =S t1 +S t2 .

[0087] In addition, the estimated queue time at the station in the embodiment of the present application can be calculated based on some other information of the station, and the estimated refueling time can be calculated based on some other information of the station and other vehicle information of the demand vehicle. Specifically, taking the demand vehicle as a hydrogen energy vehicle and the candidate fuel station as a candidate hydrogen refueling station as an example, the calculation of the queue time at each candidate hydrogen refueling station and the estimated refueling time of the demand vehicle are described as follows:

[0088] The estimated queue time at the station: the time required for the demand vehicle to enter the hydrogen station queue and start hydrogenation, which is related to (1) the number of queued vehicles (N_che): the number of vehicles currently queuing at the hydrogen station; (2) the number of hydrogenation guns (N_qiang): the number of hydrogenation equipment that can work simultaneously; (3) the average hydrogenation time (T_jia): the average time for a single vehicle to complete hydrogenation (unit: minutes / vehicle); (4) the vehicle arrival rate (x): the number of vehicles arriving at the hydrogenation station per unit time (such as per hour); (5) the service rate (y): the number of vehicles that a single hydrogenation gun can serve per unit time (such as per hour), y=60 / T_jia; (6) the system utilization rate (z): z=x / (N_qiang×y), where if the vehicle arrival rate x suddenly increases during peak hours, the N_che factor needs to be dynamically adjusted; the calculation process uses the queuing method dynamic model. When vehicles arrive randomly, the average waiting time T_wait is calculated. The average waiting time is the estimated queue time at the station.

[0089] Estimated hydrogenation time: The time from the start of hydrogenation to the completion of hydrogenation mainly depends on the hydrogenation speed, hydrogenation pressure and hydrogenation amount, and (1) Hydrogenation speed (v): The mass of hydrogen added per unit time (such as kg / min). The faster the hydrogenation speed, the shorter the hydrogenation time: Typical values: 35MPa hydrogenation speed is 1-2kg / min, 70MPa can reach 2-5kg / min; (2) Hydrogenation amount (m_H2): The mass of hydrogen required for the vehicle to be replenished (kg). The larger the hydrogenation amount, the longer the hydrogenation time; (3) Vehicle hydrogen storage tank capacity (V): The larger the hydrogen storage tank capacity, the longer the hydrogenation time; (4) Hydrogenation pressure (P): The higher the pressure, the faster the hydrogenation speed and the shorter the time. Calculation formula: Estimated hydrogenation time T_jia = m_H2 / v; If 10kg of hydrogen is required and the hydrogenation speed is 1kg / min, the estimated hydrogenation time is 10 minutes.

[0090] 3. Sub-score S of fuel factor F1 .

[0091] (1) Fuel reserve score of candidate fuel stations (S f1 ).

[0092] For a candidate fuel station, determine its fuel reserve Q f1 . Assume that the amount of fuel that the demand vehicle needs to replenish is Q 需求 , then the fuel reserve score is:

[0093]

[0094] If the fuel reserves at a certain fuel supply point can fully meet the supply needs of the required vehicles, S f1 =100.

[0095] (2) Fuel price score of candidate fuel stations (S f2 ).

[0096] For a candidate fuel station, obtain its fuel price P f2 . Assume that among all candidate fuel stations, the highest fuel price is P f2-max , the minimum fuel price is P f2-min , then the fuel price score is:

[0097]

[0098] The lower the price, the higher the rating.

[0099] Sub-score S for the fuel factor F1 =S f1 +S f2 .

[0100] 4. Sub-scores of fit factors.

[0101] Sub-scores of candidate fuel station adaptation factors (S a ).

[0102] If the required vehicle is a hydrogen-powered vehicle with a maximum hydrogen system pressure of 35MPa, it is necessary to find a corresponding 35MPa hydrogen refueling station. If the hydrogen refueling station can only provide 35MPa, the adaptability type is the highest and the score is 100. If the hydrogen refueling station can provide both 35MPa and 70MPa, the adaptability type is higher and the score can be 50. If it can only provide 70MPa, the adaptability type score is 0.

[0103] If the demand vehicle is a gasoline vehicle, the candidate fuel point is a gas station and the adaptation type score is 100.

[0104] As an implementable manner, a sub-score of each influencing factor of the agreed location is calculated based on the drivable distance, the second distance and the vehicle information, including: identifying the queuing time, refueling time, fuel reserves, fuel price and adaptation type in the vehicle information; calculating the sub-score of the distance factor of the agreed location based on the drivable distance and the second distance; calculating the sub-score of the time factor of the agreed location based on the queuing time and refueling time in the vehicle information; calculating the sub-score of the fuel factor of the agreed location based on the fuel reserves and fuel price in the vehicle information; and calculating the sub-score of the adaptation factor of the agreed location based on the adaptation type in the vehicle information.

[0105] Among them, the agreed location includes the position of the first vehicle, the position of the candidate vehicle, and the position between the required vehicle and the candidate vehicle. Therefore, the agreed location can be one or more. If there are multiple agreed locations, the calculation method of multiple agreed locations is the same. After calculating the scores of multiple agreed locations, the scores of multiple agreed locations are compared, and the agreed location with the highest total score is selected.

[0106] Similarly, the agreed location is scored using the same scoring method as the multiple influencing factors in the candidate fuel station, and the sub-scores of the distance factor are S D2 , the sub-score of the time factor is S T2 , the fuel factor sub-score is S F2 , the sub-score of the adaptation factor is S b , I will not go into details here.

[0107] In addition, it should be noted that unreachable agreed locations and unsuitable candidate vehicles are screened out in a manner similar to modifying the weights in candidate fuel stations.

[0108] The following describes how to determine the optimal target fuel supply point through a specific embodiment.

[0109] Assume that there is a hydrogen energy demand vehicle in a certain area. The vehicle model is type A, its hydrogen system is 35MPa, the first vehicle position is P0, the drivable distance corresponding to its first remaining fuel reserve is 60km, and the demand vehicle needs to replenish 40kg of hydrogen. There are currently multiple candidate fuel station appointment locations. The specific information is shown in Table 1 and Table 2. Among them, the maximum pressure of the hydrogen system provided by the station and the maximum pressure of the hydrogen system of the candidate vehicle can be reflected as the adaptation type. Table 1 is the candidate fuel station information table, and Table 2 is the candidate vehicle information table. The vehicle model of the candidate vehicle can be reflected as the adaptation type. The appointment positions of all candidate vehicles in Table 2 are the vehicle positions of the candidate vehicles themselves:

[0110] 1. Information of candidate fuel stations.

[0111] Table 1

[0112]

[0113] 2. Candidate vehicle information.

[0114] Table 2

[0115]

[0116] 3. The distance from the demand vehicle to the agreed location G is 36 km, where the agreed location G is another location agreed upon by the candidate vehicle P and the demand vehicle.

[0117] 4. Total score calculation process.

[0118] Assume that the distance factor weight ω1 = 0.3, the time factor weight ω2 = 0.2, the fuel factor weight ω3 = 0.4, and the adaptation factor weight ω4 = 0.1. The following calculation process uses candidate fuel station A to illustrate how to calculate.

[0119] 4.1 Calculation of sub-scores of distance factor.

[0120] Subscore for the first distance.

[0121] The second distance D from the demand vehicle to the candidate fuel station d1 = 22km, among the accessible candidate fuel stations, the maximum distance D d1-max =50km, minimum distance D d1-min =22km.

[0122] Calculate the distance factor subscore for each candidate fuel station:

[0123] The sub-scores for the distance factor for candidate fuel station A are:

[0124] 4.2 Calculation of sub-scores for time factors.

[0125] Similar to the above calculation method, the calculation is:

[0126] (1) Queue length score of candidate fuel station A: S t1-A =100 points;.

[0127] (2) Hydrogenation time score of candidate fuel station A: S t2-A =100 points; Estimated hydrogen refueling time score for candidate fuel station C: S t2-c =37.5 points.

[0128] Sub-score S of the time factor of candidate fuel station A T1-A =100+100=200 points.

[0129] 4.3 Calculation of sub-scores for fuel factors.

[0130] (1) Fuel reserve score of candidate fuel station A: S f1-A =100 points.

[0131] (2) Fuel price score of candidate fuel station A: S f2-A =0 points.

[0132] Sub-score S of the fuel factor of candidate fuel station A F1-A =100+0=100 points.

[0133] 4.4 Calculation of sub-scores of adaptation factors.

[0134] Sub-score of the adaptability factor of candidate fuel station A: S a-A =100 points.

[0135] The sub-scores of each influencing factor for the other candidate fuel stations C, candidate vehicles D, and agreed location G are also calculated using the above method, and the results are:

[0136] Candidate fuel station C: S D1-C =0 points, S T1-C =0 points, S F1-C =100 points, S a-C =50 points;

[0137] Candidate vehicle D:S D2-D =100 points, S T2-D =100 points, S F2-D =50 points, S b-D =100 points;

[0138] Promised position G:S D2-G =0 points, S T2-G =144.4 points, S F2-G =0 points, S b-G =100 points.

[0139] Since candidate fuel station B and candidate vehicle E are unreachable, the distance factor has a weight of 1, a score of 0, and the scores of other influencing factors are all 0. Candidate vehicle F is unsuitable, so the adaptation factor has a weight of 1, a score of 0, and the scores of other influencing factors are all 0.

[0140] 5. Calculate the total score.

[0141] Assume that the distance factor weight ω1 = 0.1, the time factor weight ω2 = 0.2, the fuel factor weight ω2 = 0.3, and the adaptation factor weight ω4 = 0.3.

[0142] Candidate fuel station A: S 燃料站A =0.2×100+0.2×200+0.3×100+0.3×100=120 points;

[0143] Candidate fuel station C: S 燃料站C =0.2×0+0.2×0+0.3×100+0.3×50=45 points;

[0144] Candidate vehicle D:S 车辆D =0.2×100+0.2×100+0.3×50+0.3×100=85 points;

[0145] Promised position G:S 约定位置 =0.2×0+0.2×144.4+0.3×50+0.3×100=88.88 points. For position G, the adaptation type does not need to be considered, so the adaptation type is set to full score.

[0146] Since candidate fuel station B and candidate vehicle E are unreachable, the distance factor has a weight of 1, a score of 0, and the scores of all other influencing factors are 0. Therefore, the total score of candidate fuel station B and candidate vehicle E is 0. Candidate vehicle F is unsuitable, so the adaptation factor has a weight of 1, a score of 0, and the scores of all other influencing factors are 0. Therefore, the total score of candidate vehicle F is 0.

[0147] In summary, candidate fuel station A has the highest total score, so candidate fuel station A is selected as the target fuel supply point.

[0148] As an implementable method, determining a first distance between the demand vehicle and a candidate fuel station, and a second distance between the demand vehicle and an agreed location, is performed based on a first vehicle position, including: identifying the site location of the candidate fuel station and the second location of the agreed location; calculating the first distance between the demand vehicle and the candidate fuel station based on the first vehicle position and the site location; and calculating the second distance between the demand vehicle and the agreed location based on the first vehicle position and the second vehicle position.

[0149] Among them, the specific location coordinates of the first vehicle position and the site position can be determined through a positioning system or map matching. The location acquisition method is not specifically limited to this. The agreed position is the position agreed upon between the candidate vehicle and the required vehicle.

[0150] It can be understood that the embodiments of the present application can identify the site location of the candidate fuel station and the second location of the agreed location, calculate the first distance between the required vehicle and the candidate fuel station based on the first vehicle position and the site location, and calculate the second distance between the required vehicle and the agreed location based on the first vehicle position and the second vehicle position.

[0151] In addition, it should be considered that the embodiment of the present application only considers the straight-line distance between the demand vehicle and the agreed location and the candidate fuel station location, but the distance of the drivable path needs to be considered in actual planning.

[0152] As an implementable method, before selecting a target fuel supply point from candidate fuel stations and agreed locations based on their respective total scores, it also includes: obtaining a driving path of the required vehicle; and correcting the respective total scores of the candidate fuel stations and agreed locations based on the driving path.

[0153] The driving route can be obtained based on the map navigation of the required vehicle.

[0154] It can be understood that the embodiment of the present application can obtain the driving path of the demand vehicle, and correct the total scores of the candidate fuel stations and the agreed locations based on the driving path, so as to more flexibly schedule energy and improve the efficiency of energy scheduling. For example, the total score of the original candidate fuel station A is 90, but it is in the opposite direction of the driving path of the demand vehicle. The demand vehicle needs to turn around and refuel at the candidate fuel station, while the total score of the agreed location B is 85. It is ahead of the driving path of the demand vehicle and the demand vehicle can reach it by normal driving. Therefore, the total score of the candidate fuel station A can be lowered to 85, and the total score of the agreed location B can be increased to 90 to improve the convenience of the driver in refueling, and give priority to the target fuel supply point that meets the driving path.

[0155] As an implementable method, before determining a target fuel supply point for the demand vehicle based on the first vehicle position and the first remaining fuel reserve, the method includes: obtaining a target screening range of candidate vehicles and candidate fuel stations; and screening candidate fuel stations and candidate vehicles within the target screening range.

[0156] Among them, the target screening range can be pre-set according to the specific situation and the range can be flexibly changed. For example, the target screening range is determined with the first vehicle position of the required vehicle as the center and N meters as the radius.

[0157] It can be understood that the embodiments of the present application can use a pre-set target screening range to screen to obtain candidate fuel stations and candidate vehicles, so that only fuel stations and fuel storage vehicles within the target screening range can be evaluated and selected subsequently, avoiding the analysis of a large number of irrelevant fuel stations and fuel storage vehicles, and improving the efficiency of energy scheduling.

[0158] For example, a circular area is drawn on the map with the first vehicle position of the required vehicle as the center and a radius of 10m. This circular area is the target screening range, and candidate fuel stations and candidate vehicles are screened out.

[0159] The above embodiment (first embodiment) comprehensively considers the drivable distance of the demand vehicle, the first distance between the demand vehicle and the candidate fuel station, the second distance between the demand vehicle and the agreed location, as well as the site information of the candidate fuel station and the vehicle information of the candidate vehicle, and comprehensively considers various factors affecting the selection of the target fuel supply point to determine the total score of the candidate fuel station and the agreed location, and determines the optimal, most suitable and most economical target fuel supply point based on the total score, thereby improving the rationality, efficiency and flexibility of energy scheduling and reducing scheduling costs.

[0160] The following embodiment (second embodiment) selects the target fuel supply point in another way, mainly by first considering the candidate fuel stations and selecting the target fuel station from them, and then determining its suitability through some information of the demand vehicle as the target fuel supply point. After determining that it is not suitable, the target candidate vehicle is selected from the candidate vehicles, and then determining its suitability through some information of the demand vehicle as the target fuel supply point. If it is not suitable, the agreed position is selected as the target fuel supply point. However, if the first remaining fuel reserves of the demand vehicle can no longer support its driving, the first vehicle position of the demand vehicle is selected as the target fuel supply point. It should be noted that the agreed position in the second embodiment is the agreed position other than the position of the demand vehicle itself and the position of the candidate vehicle itself.

[0161] As another possible implementation method, a target fuel supply point for the demand vehicle is determined based on the first vehicle position and the first remaining fuel reserves, including: selecting a target fuel station from candidate fuel stations and obtaining the station location of the target fuel station; determining a first distance between the demand vehicle and the target fuel station based on the first vehicle position and the station location, and calculating a first fuel loss amount required for the demand vehicle to travel to the candidate fuel station based on the first distance; if the first remaining fuel reserves are less than or equal to a preset fuel reserve, the first vehicle position is used as the target fuel supply point; if the first remaining fuel reserves are greater than the preset fuel reserve, it is determined whether the first remaining fuel reserves are greater than the first fuel loss amount; if the first remaining fuel reserves are greater than the first fuel loss amount, the target fuel station is used as the target fuel supply point; otherwise, a target candidate vehicle is selected from the candidate vehicles, and the target fuel supply point is determined based on the first vehicle position, the first remaining fuel reserves and the vehicle information of the target candidate vehicle.

[0162] Among them, there are multiple candidate fuel stations and they are all located within the range that the demand vehicle can drive to. The target fuel station is the most suitable fuel station selected from the candidate fuel stations; there are multiple candidate vehicles, and the target candidate vehicle is the most suitable candidate vehicle selected from the candidate vehicle stations; the preset fuel reserves can be set to a smaller value based on the actual situation of the demand vehicle. It is the minimum safety value of the fuel reserves of the demand vehicle. For example, when the fuel reserves are lower than the preset fuel reserves, the vehicle can only maintain communication with the cloud platform. It can also be understood as the critical fuel reserves that the demand vehicle is allowed to continue driving.

[0163] It is understandable that in the embodiment of the present application, a first distance between the demand vehicle and the target fuel station can be determined based on the first vehicle position of the demand vehicle and the station position of the target fuel station, a first fuel consumption amount required for the demand vehicle to travel to the target fuel station can be calculated based on the first distance, and then a target fuel supply point of the demand vehicle can be determined based on the first fuel consumption amount and the first remaining fuel. Specifically,

[0164] If the first remaining fuel reserves are less than or equal to the preset fuel reserves, it indicates that the current first remaining fuel reserves of the demand vehicle can no longer support its driving, and the vehicle is at risk of running out of fuel at any time. Therefore, at this time, the first vehicle position of the demand vehicle is used as the target fuel supply point. This is an emergency solution that can avoid the demand vehicle from being unable to drive due to insufficient fuel to the greatest extent, and ensure the most basic energy replenishment for the demand vehicle; when the first remaining fuel reserves are greater than the preset fuel reserves, it indicates that the demand vehicle is not in an emergency situation, so it is judged whether the first remaining fuel reserves are greater than the first fuel loss.

[0165] If the first remaining fuel reserve is greater than the first fuel loss, it indicates that the demand vehicle can now travel to the target fuel station. Therefore, the target fuel station is used as the target fuel supply point, and the target fuel station is used to supply fuel to the demand vehicle.

[0166] If the first remaining fuel reserves are less than or equal to the first fuel loss amount, it indicates that the demand vehicle cannot travel to the target fuel station at this time. Therefore, a target fuel storage vehicle is selected from the candidate vehicles, and the target fuel supply point is determined based on the first vehicle position, the first remaining fuel reserves and the vehicle information of the target candidate vehicle.

[0167] The embodiment of the present application can determine the most suitable target fuel supply point according to the first vehicle position and the first remaining fuel reserve of the demand vehicle, and the types of fuel supply points are rich, which increases the flexibility of energy supply.

[0168] As another possible implementation method, a target fuel refueling point is determined based on a first vehicle position, a first remaining fuel reserve, and vehicle information of a target candidate vehicle, including: identifying a second vehicle position in the vehicle information; determining a second distance between the desired vehicle and the target candidate vehicle based on the first vehicle position and the second vehicle position, and calculating a second fuel loss required for the desired vehicle to travel to the target fuel station based on the second distance; if the first remaining fuel reserve is greater than the second fuel loss, the target candidate vehicle is used as the target fuel refueling point; otherwise, an agreed position between the desired vehicle and the target candidate vehicle is determined based on the first remaining fuel reserve, and the agreed position is used as the target fuel refueling point.

[0169] It is understandable that the embodiment of the present application can identify the second vehicle position of the target candidate vehicle in the vehicle information, determine the second distance between the demand vehicle and the target candidate vehicle based on the first vehicle position of the demand vehicle and the second vehicle position of the target candidate vehicle, and calculate the second fuel consumption required for the demand vehicle to travel to the target candidate vehicle based on the second distance, and then determine the target fuel supply point based on the second fuel consumption and the first remaining fuel reserve, specifically:

[0170] If the first remaining fuel reserve is greater than the second fuel loss, it indicates that the demand vehicle can travel to the location of the target candidate vehicle. Therefore, the target candidate vehicle is used as the target fuel supply point to optimize the energy distribution between vehicles. The demand vehicle travels directly to the location of the target candidate vehicle instead of the target candidate vehicle traveling to the demand vehicle. This can avoid adding unnecessary trouble to the target candidate vehicle, allowing it to focus more on its main task, while also reducing the operating costs of the entire energy scheduling system.

[0171] If the first remaining fuel reserves are less than or equal to the second fuel loss, it indicates that the remaining fuel of the demand vehicle cannot support it to travel to the location of the target candidate vehicle. However, since the first remaining fuel reserves of the demand vehicle are greater than the preset fuel reserves, it indicates that the demand vehicle can travel a certain distance. Therefore, the agreed position between the demand vehicle and the target candidate vehicle can be determined based on the first remaining fuel reserves, and the agreed position is used as the target fuel supply point, so that the demand vehicle and the target candidate vehicle can travel in both directions. For the demand vehicle, being able to travel to the agreed position through the target candidate vehicle can avoid the situation where it cannot travel to the target candidate vehicle and cause energy supply failure. For the target candidate vehicle, driving to the agreed position instead of blindly driving to the demand vehicle can ensure that it has enough fuel to return or continue to perform subsequent tasks, thereby ensuring the driving safety of the target candidate vehicle.

[0172] Therefore, this embodiment can determine a specific energy scheduling plan based on the first vehicle position and the first remaining fuel reserves of the required vehicle. In this process, the relevant information of the three parties is comprehensively considered to determine the most appropriate target fuel supply point, which reduces the time and fuel consumption of the vehicle in searching for the fuel supply point, improves the efficiency of energy supply, and thus flexibly and efficiently supplies fuel to the required vehicle. Among them, the target fuel supply point includes: 1. Selecting a candidate fuel station as the target fuel supply point, which is a more conventional and stable energy supply option. It can utilize the complete facilities and sufficient resources of a professional fuel station to achieve efficient and convenient fuel replenishment; 2. Selecting a candidate vehicle as the target fuel supply point, which is a more flexible energy supply; 3. Selecting the agreed location of the candidate vehicle and the required vehicle as the target fuel supply point, which further enhances the adaptability of energy scheduling; 4. Selecting the current location of the required vehicle as the target fuel supply point.

[0173] As another possible implementation method, selecting a target fuel station from candidate fuel stations includes: calculating a third distance between the demand vehicle and the candidate fuel stations; and selecting the target fuel station from the candidate fuel stations based on the third distance and station information of the candidate fuel stations.

[0174] Among them, the site information may include the site queuing time, site storage fuel, fuel price, fuel supply time, adaptation type (i.e., adaptability), etc. The adaptability is whether the fuel station can provide the required vehicle with fuel that meets the specific requirements of the required vehicle. For example, the required vehicle is a hydrogen energy vehicle with a maximum hydrogen system pressure of 35MPa. Therefore, it is necessary to find a corresponding 35MPa hydrogen refueling station. If the hydrogen refueling station can only provide 35MPa, the adaptability is the highest. If the hydrogen refueling station can provide both 35MPa and 70MPa, the adaptability is higher. If it can only provide 70MPa, the adaptability is 0.

[0175] Distance is a key indicator of how easy it is for a vehicle to reach a candidate fuel station. The longer the distance, the more time and fuel a vehicle consumes traveling to the refueling point, meaning higher costs. Station information includes queue time, fuel storage, fuel price, estimated refueling time, and compatibility. Queue time reflects the time a vehicle must wait to refuel at the station. Longer queues increase the waiting time, impacting operational efficiency. The amount of fuel stored at a station determines whether the station can meet the refueling needs of the vehicle. Insufficient storage may prevent the vehicle from receiving sufficient fuel. Fuel prices are directly related to the cost of refueling; excessively high prices increase the financial burden of vehicle operations. The estimated refueling time affects the vehicle's overall waiting time. Longer estimated refueling times increase the time a vehicle spends refueling, hindering efficient operation. Compatibility is key to determining whether a fuel station can provide fuel that meets specific requirements. Low compatibility can result in inability to refuel or poor refueling results, impacting vehicle operation.

[0176] Therefore, distance and station information are important factors in determining the target fuel station for the demand vehicle. The embodiment of the present application can calculate the third distance between the demand vehicle and the candidate fuel station, and select the most suitable target fuel station from the candidate fuel stations based on the third distance and the station information of the candidate fuel station, thereby effectively reducing the time and fuel consumption of the demand vehicle in searching for the fuel supply point, improving the efficiency of energy supply, enhancing the scientificity and rationality of energy scheduling, and allowing energy scheduling to better adapt to the actual needs of different vehicles and complex and changeable application scenarios.

[0177] The target fuel station can be determined by the following methods:

[0178] 1. Identify the factors that affect the selection of target fuel stations, comprehensively consider the influencing factors including distance, fuel, time and adaptability, and set weights for each factor.

[0179] The weight of the distance factor is ω1, the weight of the time factor is ω2, the weight of the fuel factor is ω3, and the weight of the adaptation type factor is ω4. The sum of the weights is 1.

[0180] 2. Quantify each influencing factor for each candidate fuel station and calculate the sub-score corresponding to each influencing factor.

[0181] For example, you can use an inverse proportional function to calculate the score, taking distance as an example, to calculate the sub-score.

[0182] Assume that the distance between the demand vehicle and the candidate fuel station is D d1 , the minimum distance among all candidate fuel stations is D d1-min, the maximum distance is D d1-max , then the distance factor sub-score is:

[0183]

[0184] Among them, S D1 A subscore representing the distance factor of a candidate fuel station.

[0185] The scoring calculation method for each influencing factor is the same as the scoring calculation method in the first embodiment described above.

[0186] The sub-score of the adaptability factor can be 0, 50, or 100. For example, if the maximum pressure of the hydrogen system of a hydrogen-powered vehicle is 35 MPa, a corresponding 35 MPa hydrogen refueling station needs to be found. If the hydrogen refueling station can only provide 35 MPa, the adaptability factor score is 100. If the hydrogen refueling station can provide both 35 MPa and 70 MPa, the adaptability factor score is 50. If the station can only provide 70 MPa, the adaptability factor score is 0.

[0187] 3. Calculate the total score of each candidate fuel station.

[0188] For each candidate fuel station, calculate its total score S based on the sub-scores of each factor and the corresponding weights. 燃料站 .

[0189] S 燃料站 =ω1×S D1 +ω2×S T1 +ω3×S F1 +ω4×S a .

[0190] 4. Select the candidate fuel station with the highest total score as the target fuel station.

[0191] In an embodiment of the present application, selecting a target candidate vehicle from candidate vehicles includes: calculating a fourth distance between the required vehicle and the candidate vehicles; and selecting the target candidate vehicle from the candidate vehicles based on the fourth distance and vehicle information of the candidate vehicles.

[0192] The vehicle information of the candidate vehicle may include available fuel reserves, vehicle model, etc., wherein the available fuel reserves are the remaining available fuel reserves when the vehicle's own driving needs are met.

[0193] Since distance is an important indicator for measuring the spatial position relationship between the demand vehicle and the candidate vehicles, it directly affects the cost of the demand vehicle to obtain fuel supply. The longer the distance, the more time and energy the demand vehicle may consume on the way. The vehicle information of the candidate vehicle includes available fuel reserves, vehicle model, etc. The available fuel reserves are the amount of fuel remaining for output after meeting its own driving needs. It directly determines whether the candidate vehicle can meet the supply needs of the demand vehicle. If its available fuel reserves are too low, even if the distance is close, it may not be able to provide enough fuel for the demand vehicle, affecting the subsequent journey of the demand vehicle; the vehicle model involves issues such as fuel transmission interface and fuel type compatibility. The fuel transmission systems of vehicles of different models may be different. If they do not match, fuel supply cannot be carried out smoothly.

[0194] Therefore, the embodiment of the present application can calculate the fourth distance between the demand vehicle and the candidate fuel vehicles, and comprehensively consider the fourth distance and the vehicle information of the candidate vehicles to select the target candidate vehicle from the candidate vehicles, thereby effectively reducing the time and fuel consumption of the demand vehicle in searching for the fuel supply point, improving the efficiency of energy supply, enhancing the scientificity and rationality of energy scheduling, and allowing energy scheduling to better adapt to the actual needs of different vehicles and complex and changeable application scenarios.

[0195] The target candidate vehicle can be determined in the same manner as the target fuel station. For example, if there is no compatibility between vehicles, the candidate vehicle's adaptation weight factor is directly set to 1, resulting in a score of 0. The sub-scores and corresponding weights of each factor for each of the remaining compatible candidate vehicles are used to calculate a corresponding comprehensive score. The candidate vehicle with the highest score is selected as the target candidate vehicle. The weight of each factor is set based on the specific actual situation. For example, if the first remaining fuel reserve of the target vehicle is less than the preset fuel reserve and the target vehicle cannot travel, the weight of the available remaining fuel can be directly set to 1.

[0196] As another possible implementation method, before the agreed location is used as the target fuel supply point, the method further includes: obtaining a driving path of the required vehicle; and correcting the agreed location according to the driving path.

[0197] It can be understood that before the agreed location is used as the target fuel supply point, the embodiment of the present application can correct the agreed location according to the driving path of the required vehicle to improve the efficiency of energy supply and better meet the actual driving needs of the required vehicle, thereby improving the rationality and feasibility of energy scheduling.

[0198] As another possible implementation, before determining the target fuel supply point of the demand vehicle based on the first vehicle position and the first remaining fuel reserve, the method further includes: obtaining a target screening range; and screening candidate fuel stations and candidate vehicles within the target screening range.

[0199] It can be understood that the embodiment of the present application can determine the target screening range based on the first vehicle position, and use the target screening range to screen to obtain candidate fuel stations and candidate vehicles, so that only the fuel stations and candidate vehicles within the target screening range can be evaluated and selected subsequently, avoiding the analysis of a large number of irrelevant fuel stations and candidate vehicles, and improving the efficiency of energy scheduling.

[0200] In step S103, the demand vehicle and one or more of the candidate vehicles are guided to travel to a target fuel refueling point, and the demand vehicle is refueled at the target fuel refueling point.

[0201] It can be understood that the embodiments of the present application can guide the demand vehicle and one or more of the candidate vehicles to travel to the target fuel supply point, and refuel the demand vehicle at the target fuel supply point. By obtaining information from the demand vehicle, the candidate fuel station, and the candidate vehicles, the target fuel supply point of the demand vehicle is determined, and the demand vehicle and one or more of the candidate vehicles are comprehensively dispatched to travel to the target fuel supply point, which reduces the time and fuel consumption of vehicles searching for fuel supply points and improves the efficiency of energy supply. In addition, the types of target fuel supply points are rich, which improves the flexibility and efficiency of energy scheduling.

[0202] An embodiment of the present application can send the location of the target fuel supply point to the demand vehicle or one or more of the candidate vehicles, and generate a planned route to the target fuel supply point based on the location of the target fuel supply point and one or more of the first vehicle position of the demand vehicle or the second vehicle position of the candidate vehicle, so as to guide the demand vehicle and one or more of the candidate vehicles to the target fuel supply point according to the planned route.

[0203] In addition, it should be noted that the embodiment of the present application can send the amount of fuel required by the demand vehicle to the candidate fuel stations or candidate vehicles in advance to facilitate the candidate fuel stations or candidate storage vehicles to prepare in advance.

[0204] The energy scheduling method of the present application is described below through a specific embodiment. It is implemented by determining the target fuel supply point in the second embodiment. Taking the type of the demand vehicle as a hydrogen energy vehicle as an example, the corresponding candidate fuel station is a hydrogen refueling station, and the corresponding candidate vehicle is a hydrogen energy vehicle or a hydrogen energy supply vehicle of the same type (hereinafter collectively referred to as a candidate hydrogen storage vehicle). Figure 2 As shown, specifically including:

[0205] S1: Determine the accurate interaction of big data information on the cloud platform and upload it to the big data analysis cloud platform (referred to as the big data platform). The communication equipment realizes the big data interaction of the hydrogen system status between each hydrogen refueling station and the vehicle (demand vehicle), and between the vehicle (demand vehicle) and the vehicle (candidate vehicle), including vehicle-to-hydrogen station communication, vehicle-to-vehicle communication, data reception and processing, information feedback, and information interaction during the hydrogen refueling process. For example, the vehicle-side information and hydrogen refueling station-side information are transmitted to the big data analysis platform in real time through the on-board intelligent terminal and the hydrogen refueling station control unit. Customers can obtain the hydrogen system status and monitor the effective information of the hydrogen system in real time through the mobile phone APP or the human-computer interaction unit.

[0206] S2: Combine the vehicle type of the demand vehicle, the first remaining hydrogen storage SOC, the first vehicle location, the vehicle information of the candidate hydrogen storage vehicle, the candidate hydrogen refueling station site information, etc., and push the appropriate hydrogen refueling plan to the vehicle-machine interaction unit or mobile phone APP through data analysis on the big data platform. The specific steps are as follows: Figure 3 As shown:

[0207] S21: Identify online hydrogen energy vehicle categories through the big data platform: for example, 1, 2, 3...N 4.5-ton light trucks, 1, 2, 3...N 18-ton medium trucks, and 1, 2, 3...N 49-ton heavy trucks;

[0208] S22: Identify vehicle information of the same tonnage, such as the VIN code of a 4.5-ton light truck, and identify the hydrogen storage system information of the 4.5-ton light truck with different hydrogen storage systems.

[0209] S23: Determine the current hydrogen storage capacity SOC of the vehicle in demand (equivalent to the first remaining fuel reserve of the vehicle in demand in this application) based on the type, current temperature and pressure of the hydrogen storage system.

[0210] Due to the diffusivity and compressibility of gas media, the amount of gas under the same volume is only related to density. According to the gas state equation PV = nRT, the density of the gas is directly related to the temperature and pressure of the gas. Assuming the hydrogen SOC at 15°C and 35MPa hydrogen storage pressure is 100%, when calculating the actual hydrogen SOC value (i.e., the remaining amount of hydrogen in the hydrogen bottle), the calculation is based on the hydrogen density at different temperatures and pressures. The hydrogen density at each temperature and pressure can be found by looking up the table.

[0211] Taking the 35MPa hydrogen system commonly used in domestic fuel cell vehicles as an example, the hydrogen SOC under current conditions is calculated as follows:

[0212]

[0213] Among them, ρ(35MPa, 15℃) is the hydrogen density at the rated hydrogen storage pressure of 35MPa and temperature of 15℃, and ρ(P, T) is the hydrogen density of the hydrogen bottle at the current pressure P and temperature T.

[0214] S24: Calculate the estimated distance S1 between the current position of the demand vehicle and the destination position, and calculate the target hydrogen storage SOC value (referred to as target SOC1) required for the demand vehicle to travel to the destination based on the estimated distance S1.

[0215] In addition, it should be noted that the target hydrogen storage SOC value may be the target hydrogen storage SOC required to travel to the nearest hydrogen refueling station, or the target hydrogen storage SOC required to travel to the destination. This embodiment is described by taking the target hydrogen storage SOC required to travel to the destination as an example to more completely describe the solution process. The target hydrogen storage SOC may be calculated based on the destination position of the demanded vehicle and the current first vehicle position by obtaining the destination position of the demanded vehicle.

[0216] If the target hydrogen storage SOC is the target hydrogen storage SOC required to travel to the nearest hydrogen refueling station, the solution of the present application directly omits the operation of the candidate hydrogen refueling station, and the selection of the target fuel supply point is directly the first vehicle position where the demand vehicle is currently located, or the second vehicle position where the candidate vehicle is located, or the agreed position between the demand vehicle and the candidate vehicle.

[0217] S25: If the SOC of the demand vehicle is greater than or equal to SOC1, it means that the demand vehicle can reach the destination without hydrogen refueling. If the SOC is less than SOC1, the target fuel supply point is selected for hydrogen refueling.

[0218] S26: Obtain the current position of the demand vehicle, determine the target fuel supply point based on the current position and the current SOC, preferably select a hydrogen refueling station for energy replenishment at the target fuel supply point, and determine the target hydrogen refueling station from the candidate hydrogen refueling stations.

[0219] S27: Calculate the estimated distance S2 between the current location of the vehicle and the location of the target hydrogen refueling station, and calculate the target SOC2 (equivalent to the first fuel loss amount of this application) required for the vehicle to travel to the target hydrogen refueling station based on S2. If the SOC is greater than or equal to SOC2, the target fuel supply point is the target hydrogen refueling station, and hydrogen refueling at the target hydrogen refueling station is recommended.

[0220] It should be noted that after determining the target hydrogen refueling station, the vehicle in need can start the vehicle's hydrogen supply cooling system in advance according to the preset target hydrogen storage pressure to ensure that hydrogen refueling is not in vain. The hydrogen refueling station can also receive the maximum allowable hydrogen storage pressure of the hydrogen storage bottle of the demand vehicle in advance, and learn the vehicle's current SOC and target SOC1 to evaluate pre-cooling to the appropriate temperature and pressure values ​​and the corresponding refueling rate.

[0221] S28: If the SOC is less than SOC2, a target hydrogen storage vehicle is determined from the candidate hydrogen storage vehicles.

[0222] S29: Calculate the estimated distance S3 from the current position of the demand vehicle to the position of the target hydrogen storage vehicle, and calculate the target SOC3 required for the demand vehicle to travel to the target hydrogen storage vehicle based on S3. If the SOC is greater than or equal to SOC3, it indicates that the demand vehicle can travel to the position of the target hydrogen storage vehicle, and the target fuel supply point is given to the target hydrogen storage vehicle. If the SOC is less than SOC3, the target fuel supply point is the agreed position between the demand vehicle and the target hydrogen storage vehicle.

[0223] S30: If the SOC is less than the target SOC4 (equivalent to the preset fuel reserves of this application), indicating that the demand vehicle is unable to drive at this time, the target fuel supply point is the current position of the demand vehicle, and the target fuel storage vehicle is guided to the current position of the demand vehicle, that is, the hydrogenation plan is vehicle-to-vehicle hydrogenation.

[0224] It should be noted that the specific hydrogen refueling scheme between hydrogen-powered vehicles in this embodiment is as follows.

[0225] In the structure of the original vehicle hydrogen storage system (the structure of the original vehicle hydrogen storage system is as follows Figure 4 On the basis of the vehicle (as shown), an electronic three-way valve, a needle valve ① and part of the high-pressure pipeline (the bold gray line part) are added. The electronic three-way valve ① and valve ② are in the normally open state, the valve ③ is in the normally closed state, and the needle valve ① is in the normally closed state. The added parts and functions do not affect the normal use of the vehicle itself. The added hydrogen storage system is as follows Figure 5 shown.

[0226] Combine Figure 5 The technical solution of hydrogen storage system is to implement the vehicle-to-vehicle hydrogen refueling solution (taking light trucks as an example), such as Figure 6 As shown in the figure, a light truck model ① with a 35MPa hydrogen storage system is connected to a light truck model ② with a 35MPa or 70MPa hydrogen storage system with sufficient hydrogen storage capacity through a high-pressure hydrogen inlet hose (required to be able to withstand a pressure of 87.5MPa). The joints at both ends of the hose use quick-plug pipe joints to connect to the hydrogen hard pipes at the needle valves ① of the two vehicles (the outer diameter of the hard pipe joints can be 1 / 2 or 3 / 8) to meet the requirements of high-pressure hydrogen input from model ② to model ①.

[0227] The specific process of the vehicle-to-vehicle hydrogenation SOC control method is as follows: Figure 7 Shown, including:

[0228] 1. Determine target candidate hydrogen storage vehicles through the big data platform.

[0229] 2. When the set distance between the workshops is reached, such as 3m, vehicles ① (demand vehicle) and ② (target candidate hydrogen storage vehicle) are switched to OFF gear, and the two ends of the high-pressure air intake hose are connected to the pipeline at the ① end of the needle valve of vehicle ① and the ① end of the needle valve of vehicle ② respectively, and ensure that the pipeline connections are normal.

[0230] 3. Switch vehicle ① and ② to the ON position. If there is no low-voltage self-test fault during the vehicle controller power-on self-test, enable the HMS (Hydrogen Management System) power-on self-test. Simultaneously confirm that the high voltage is not connected, needle valve ① is closed, and electronic three-way valve ③ is closed to confirm that the vehicle is in normal condition.

[0231] 4. To ensure that there are no leaks in the connecting pipelines and the purity of the hydrogen is maintained, perform the corresponding pressure-maintaining replacement work. First, open the needle valve ① of vehicle ②. The HMS of vehicle ② issues a command to open the bottle valve for a duration of, for example, 1 second. Use a hydrogen leak detector to check whether there are any leaks in the connecting pipelines. If not, manually open the needle valve ① of vehicle ①. The HMS of vehicle ① issues a command to close the electronic three-way valve ② and open valve ③. Exhaust the hydrogen into the atmosphere through the exhaust pipe of vehicle ①. Repeat the above steps three times to complete the hydrogen replacement in the connecting pipelines of vehicles ① and ②, ensuring that the hydrogen purity meets the requirements for engine use.

[0232] 5. Vehicle ② starts to refuel vehicle ① with hydrogen. The HMS of vehicle ① issues a command to close electronic three-way valve ③ and open valve ②, and at the same time opens the bottle-mouth valve. The HMS of vehicle ② simultaneously issues a command to open the bottle-mouth valve. The HMS of vehicle ① monitors the pressure and temperature of the hydrogen bottle until the predetermined target SOC is reached. That is, the HMS of vehicle ① issues a command to close the bottle-mouth valve. At the same time, the HMS of vehicle ② issues a command to close the bottle-mouth valve and manually close the needle valve ①. The HMS of vehicle ① simultaneously issues a command to close electronic three-way valve ② and open valve ③. When the internal pressure of the high-pressure intake line drops to 0.3 MPa, the needle valve ① of vehicle ① is manually closed, and the HMS issues a command to close electronic three-way valve ③ and open valve ②. After completing the above operations, the high-pressure intake line can be safely disassembled. After the vehicle-side hydrogen refueling is completed, vehicles ① and ② return to normal. The predetermined target SOC of vehicle ① can meet the driving range to the corresponding hydrogen refueling station.

[0233] According to the energy scheduling method proposed in the embodiment of the present application, the target fuel supply point of the demand vehicle can be determined according to the first vehicle position and the first remaining fuel reserve of the demand vehicle, and the demand vehicle and one or more of the candidate vehicles can be comprehensively scheduled to travel to the target fuel supply point to refuel the demand vehicle at the target fuel supply point, thereby realizing reasonable scheduling among the demand vehicle, the candidate vehicles and the fuel station. By optimizing the scheduling process through three-party scheduling, the time and fuel consumption of vehicles searching for fuel supply points are reduced, and the efficiency of energy supply is improved. At the same time, the target fuel supply point can be flexibly determined through three-party scheduling, thereby improving the flexibility, efficiency and adaptability of energy scheduling to complex scenarios.

[0234] Next, the energy scheduling device proposed according to the embodiment of the present application is described with reference to the accompanying drawings.

[0235] Figure 8 It is a block diagram of the energy scheduling device of an embodiment of the present application.

[0236] like Figure 8 As shown, the energy scheduling device 10 includes: an acquisition module 100 , a determination module 200 and a guidance module 300 .

[0237] Among them, the acquisition module 100 is used to obtain the first vehicle position and the first remaining fuel reserves of the demand vehicle; the determination module 200 is used to determine the target fuel supply point of the demand vehicle based on the first vehicle position and the first remaining fuel reserves, wherein the target fuel supply point includes the candidate fuel station and the agreed position between the demand vehicle and the candidate vehicle; the guidance module 300 is used to guide the demand vehicle and one or more of the candidate vehicles to travel to the target fuel supply point, and refuel the demand vehicle at the target fuel supply point.

[0238] In an embodiment of the present application, the determination module 200 is further used to: obtain site information of candidate fuel stations and vehicle information of candidate vehicles; determine a first distance between the demand vehicle and the candidate fuel station, and a second distance between the demand vehicle and the agreed location based on the first vehicle position, and calculate the drivable distance of the demand vehicle based on the first remaining fuel reserve; determine the total score of the candidate fuel station and the agreed location based on at least one of the drivable distance, the first distance, the second distance, the site information and the vehicle information; and select a target fuel supply point from the candidate fuel stations and the agreed location based on their respective total scores.

[0239] In an embodiment of the present application, the determination module 200 is further used to: obtain site information of candidate fuel stations and vehicle information of candidate vehicles; determine a first distance between the demand vehicle and the candidate fuel station, and a second distance between the demand vehicle and the candidate vehicle based on the first vehicle position, and calculate the drivable distance of the demand vehicle based on the first remaining fuel reserve; determine the total score of the candidate fuel station and the agreed location based on at least one of the drivable distance, the first distance, the second distance, the site information and the vehicle information; and select a target fuel supply point from the candidate fuel stations and the agreed location based on their respective total scores.

[0240] In an embodiment of the present application, the determination module 200 is further used to: obtain the influencing factors of the target fuel supply point, wherein the influencing factors include at least one of a distance factor, a time factor, a fuel factor, and an adaptation factor; calculate the sub-score of each influencing factor of the candidate fuel station based on the drivable distance, the first distance, and the station information, and calculate the total score of the candidate fuel station based on the sub-score of each influencing factor of the candidate fuel station and the corresponding weight; calculate the sub-score of each influencing factor of the agreed location based on the drivable distance, the second distance, and the vehicle information, and calculate the total score of the agreed location based on the sub-score of each influencing factor of the agreed location and the corresponding weight.

[0241] In an embodiment of the present application, the determination module 200 is further used to: identify the queuing time, refueling time, fuel reserves, fuel price and adaptation type in the station information; calculate the sub-score of the distance factor of the candidate fuel station based on the drivable distance and the first distance; calculate the sub-score of the time factor of the candidate fuel station based on the queuing time and refueling time in the station information; calculate the sub-score of the fuel factor of the candidate fuel station based on the fuel reserves and fuel price in the station information; calculate the sub-score of the adaptation factor of the candidate fuel station based on the adaptation type in the station information.

[0242] In the embodiment of the present application, the device 10 of the embodiment of the present application further includes: a first correction module.

[0243] The first correction module is configured to determine that a candidate fuel station is unreachable if the drivable distance is less than a first distance before calculating the total score of the candidate fuel station based on the sub-scores and corresponding weights of each influencing factor of the candidate fuel station, and to correct the weights of each influencing factor of the unreachable fuel station.

[0244] In an embodiment of the present application, the determination module 200 is further used to: identify the queuing time, refueling time, fuel reserves, fuel price and adaptation type in the vehicle information; calculate the sub-score of the distance factor of the agreed location based on the drivable distance and the second distance; calculate the sub-score of the time factor of the agreed location based on the queuing time and refueling time in the vehicle information; calculate the sub-score of the fuel factor of the agreed location based on the fuel reserves and fuel price in the vehicle information; calculate the sub-score of the adaptation factor of the agreed location based on the adaptation type in the vehicle information.

[0245] In the embodiment of the present application, the device 10 of the embodiment of the present application further includes: a second correction module.

[0246] Among them, the second correction module is used to obtain the driving path of the demand vehicle before selecting the target fuel supply point from the candidate fuel stations and the agreed location according to their respective total scores; based on the total scores of the candidate fuel stations and the agreed location on the driving path.

[0247] In an embodiment of the present application, the determination module 200 is further used to: identify the site location of the candidate fuel station and the second location of the agreed location; calculate the first distance between the required vehicle and the candidate fuel station based on the first vehicle position and the site location; calculate the second distance between the required vehicle and the agreed location based on the first vehicle position and the second location.

[0248] It should be noted that the above explanation of the embodiment of the energy scheduling method is also applicable to the energy scheduling device of this embodiment and will not be repeated here.

[0249] According to the energy scheduling device proposed in the embodiment of the present application, the target fuel supply point of the demand vehicle can be determined according to the first vehicle position and the first remaining fuel reserve of the demand vehicle, and the demand vehicle and one or more of the candidate vehicles can be comprehensively scheduled to travel to the target fuel supply point to refuel the demand vehicle at the target fuel supply point, thereby realizing reasonable scheduling among the demand vehicle, the candidate vehicles and the fuel station. By optimizing the scheduling process through three-party scheduling, the time and fuel consumption of vehicles searching for fuel supply points are reduced, and the efficiency of energy supply is improved. At the same time, the target fuel supply point can be flexibly determined through three-party scheduling, thereby improving the flexibility, efficiency and adaptability of energy scheduling to complex scenarios.

[0250] An embodiment of the present application further provides a vehicle that refuels at a target refueling point, wherein the target refueling point is determined based on the above-mentioned energy scheduling method.

[0251] Figure 9 This is a schematic diagram of the structure of the cloud platform provided in the embodiment of the present application. The cloud platform may include:

[0252] A memory 901 , a processor 902 , and a computer program stored in the memory 901 and executable on the processor 902 .

[0253] When the processor 902 executes the program, the energy scheduling method provided in the above embodiment is implemented.

[0254] Furthermore, the cloud platform also includes:

[0255] The communication interface 903 is used for communication between the memory 901 and the processor 902 .

[0256] The memory 901 is used to store computer programs that can be run on the processor 902 .

[0257] The memory 901 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0258] If the memory 901, the processor 902, and the communication interface 903 are implemented independently, the communication interface 903, the memory 901, and the processor 902 can be connected to each other via a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 9 Only one thick line is used in the diagram, but this does not mean that there is only one bus or one type of bus.

[0259] Optionally, in a specific implementation, if the memory 901, the processor 902 and the communication interface 903 are integrated on a chip, the memory 901, the processor 902 and the communication interface 903 can communicate with each other through an internal interface.

[0260] The processor 902 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0261] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0262] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Thus, a feature specified as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of this application, "N" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0263] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or N executable instructions for implementing a custom logical function or process step, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may be performed in a different order than shown or discussed, including performing functions in a substantially simultaneous manner or in a reverse order depending on the functions involved, which should be understood by those skilled in the art to which the embodiments of the present application pertain.

[0264] It should be understood that various parts of the present application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiment, the N steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, it can be implemented using any one or a combination of the following technologies known in the art: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application-specific integrated circuit having a suitable combination of logic gate circuits, a programmable gate array, a field programmable gate array, etc.

[0265] Those skilled in the art will understand that all or part of the steps in the method of the above embodiment can be completed by instructing related hardware through a program, and the program can be stored in a computer-readable storage medium. When the program is executed, it includes one or a combination of the steps of the method embodiment.

Claims

1. An energy scheduling method, characterized in that: The following steps are involved: obtaining a first vehicle position and a first remaining fuel reserve of a requesting vehicle; determining a target fuel refueling point for the requesting vehicle based on the first vehicle position and the first remaining fuel reserve, wherein the target fuel refueling point includes a candidate fuel station and an agreed position between the requesting vehicle and the candidate vehicle; The demand vehicle and one or more of the candidate vehicles are guided to travel to the target fuel supply point, and fuel is supplied to the demand vehicle at the target fuel supply point.

2. The energy scheduling method according to claim 1, characterized in that: The determining of the target fuel refueling point of the demand vehicle based on the first vehicle position and the first remaining fuel reserve includes: Obtaining site information of candidate fuel stations and vehicle information of candidate vehicles; determining a first distance between the demand vehicle and the candidate fuel station and a second distance between the demand vehicle and the agreed location based on the first vehicle position, and calculating a drivable distance of the demand vehicle based on the first remaining fuel reserve; determining a total score for each of the candidate fuel station and the agreed location based on at least one of the drivable distance, the first distance, the second distance, the station information, and the vehicle information; A target refueling point is selected from the candidate fuel stations and the agreed location based on the respective total scores.

3. The energy scheduling method according to claim 2, characterized in that: The determining of respective total scores of the candidate fuel station and the agreed location based on at least one of the drivable distance, the first distance, the second distance, the station information, and the vehicle information includes: Obtaining influencing factors of a target refueling point, wherein the influencing factors include at least one of a distance factor, a time factor, a fuel factor, and an adaptation factor; calculating a sub-score of each influencing factor of the candidate fuel station based on the drivable distance, the first distance, and the station information, and calculating a total score of the candidate fuel station based on the sub-score of each influencing factor of the candidate fuel station and the weight of each influencing factor; Based on the drivable distance, the second distance and the vehicle information, a sub-score of each influencing factor of the agreed location is calculated; based on the sub-score of each influencing factor of the agreed location and the weight of each influencing factor, a total score of the agreed location is calculated.

4. The energy scheduling method according to claim 3, characterized in that: Calculating the sub-score of each influencing factor of the candidate fuel station based on the drivable distance, the first distance, and the station information includes: Identify station information including queue time, resupply time, fuel reserves, fuel price and adaptation type; calculating a sub-score of a distance factor of the candidate fuel station based on the drivable distance and the first distance; Calculating a sub-score of the time factor of the candidate fuel station based on the queue time and refueling time in the station information; Calculating a sub-score of the fuel factor of the candidate fuel station based on the fuel reserve and fuel price in the station information; A sub-score of the adaptation factor of the candidate fuel station is calculated according to the adaptation type in the station information.

5. The energy scheduling method according to claim 4, characterized in that: Before calculating the total score of the candidate fuel station based on the sub-scores and corresponding weights of each influencing factor, the method further includes: If the drivable distance is less than the first distance, the corresponding candidate fuel station is determined to be an unreachable fuel station, and the weight of each influencing factor of the unreachable fuel station is modified.

6. The energy scheduling method according to claim 3, characterized in that: The calculating, based on the drivable distance, the second distance, and the vehicle information, a sub-score of each influencing factor of the agreed location includes: Identify vehicle information including queue duration, refueling time, fuel reserves, fuel price and adaptation type; calculating a sub-score of a distance factor of the agreed location based on the drivable distance and the second distance; Calculating a sub-score of the time factor of the agreed location based on the queuing time and the resupply time in the vehicle information; Calculating a sub-score of the fuel factor of the agreed location based on the fuel reserve and fuel price in the vehicle information; A sub-score of the adaptation factor of the agreed location is calculated according to the adaptation type in the vehicle information.

7. The energy scheduling method according to claim 2, characterized in that: Before selecting a target refueling point from the candidate fuel stations and the agreed location based on the respective total scores, the method further includes: Obtaining the driving path of the required vehicle; The total scores of the candidate fuel stations and the agreed location are modified based on the travel route.

8. The energy scheduling method according to claim 2, characterized in that: The determining, based on the first vehicle position, a first distance between the demand vehicle and the candidate fuel station, and a second distance between the demand vehicle and the agreed location, includes: identifying a site location of the candidate fuel station and a second location of the agreed location; Calculating a first distance between the demand vehicle and the candidate fuel station based on the first vehicle position and the station position; A second distance between the demand vehicle and the agreed location is calculated based on the first vehicle location and the second location.

9. An energy scheduling device, characterized in that: include: An acquisition module, configured to acquire a first vehicle position and a first remaining fuel reserve of a requesting vehicle; a determination module, configured to determine a target fuel refueling point for the requesting vehicle based on the first vehicle position and the first remaining fuel reserve, wherein the target fuel refueling point includes the first vehicle position, candidate fuel stations, candidate vehicles, and an agreed position between the requesting vehicle and the candidate vehicles; A guiding module is used to guide the demand vehicle and one or more of the candidate vehicles to travel to the target fuel supply point, and refuel the demand vehicle at the target fuel supply point.

10. A vehicle, characterized in that: The vehicle refuels at a target refueling point, wherein the target refueling point is determined based on the energy scheduling method according to any one of claims 1 to 8.

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