Vehicle time-sharing relay charging method, device, equipment, system and medium

Abstract

The application relates to the technical field of vehicle charging, and provides a vehicle time-sharing relay charging method, device, equipment, system and medium. The vehicle time-sharing relay charging method comprises the following steps: acquiring vehicle state information and user charging demand information, wherein the vehicle state information comprises residual power and drivable mileage, and the user charging demand information comprises a vehicle use time and a target charging mileage; generating a plurality of charging strategies for the user to select according to the vehicle state information and the user charging demand information, wherein the charging strategy comprises an earliest vehicle use time, a charging amount and an electricity price; generating a time-sharing relay charging sequence of a plurality of charging terminals in a preset time period according to the charging strategy selected by the user and a preset charging strategy priority; and controlling the plurality of charging terminals to start charging according to the charging sequence. Through the time-sharing relay charging of the plurality of charging terminals, the problem that the charging load is too large at the valley time period starting moment can be effectively avoided, and the user does not need to occupy the charging pile, so that the user charging experience is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle charging technology, and in particular to a method, apparatus, equipment, system and medium for time-sharing relay charging of vehicles. Background Technology

[0002] In recent years, electric vehicles have experienced rapid development, with a surge in the number of users and a corresponding increase in charging demand. Electric vehicles generally include pure electric, hybrid, and range-extended electric vehicles. Hybrid and range-extended models, equipped with both an electric motor and a motor, are limited by overall vehicle weight, resulting in a pure electric range typically between 100-150km, with a few models reaching 200km or 250km. This leads to increased charging frequency for these vehicles. Due to the widespread adoption of time-of-use pricing, many car owners tend to charge their vehicles during off-peak hours at night when electricity prices are lower. Furthermore, most users choose to start charging at the very beginning of the off-peak period. This spontaneous and unregulated charging behavior leads to peak charging loads during off-peak hours, especially at the beginning of the off-peak period.

[0003] To avoid excessive charging load, the number of charging stations installed is generally limited. However, this limitation on the number of charging stations can lead to charging difficulties for users. Summary of the Invention

[0004] This application provides a method, apparatus, equipment, system, and medium for time-sharing relay charging of vehicles to solve the technical problem in related technologies where peak charging loads are formed at the beginning of off-peak hours, limiting the number of charging piles that can be installed, thus causing charging difficulties for users.

[0005] To address the aforementioned problems, this application provides a method for time-sharing relay charging of vehicles, comprising:

[0006] Obtain vehicle status information and user charging demand information. The vehicle status information includes remaining battery power and driving range, and the user charging demand information includes usage time and target charging range.

[0007] Multiple charging strategies are generated for users to choose from based on the vehicle status information and the user charging demand information. The charging strategy includes the earliest vehicle usage time, charging amount, and electricity price. For the same earliest vehicle usage time, the charging strategy with more charging amount has a higher electricity price than the charging strategy with less charging amount. For the same charging amount, the charging strategy with an earlier earliest vehicle usage time has a higher electricity price than the charging strategy with a later earliest vehicle usage time.

[0008] Based on the user-selected charging strategy and the preset charging strategy priority, a time-sharing relay charging sequence of multiple charging terminals is generated within a preset time period.

[0009] Control multiple charging terminals to start charging according to the charging sequence.

[0010] In some embodiments, multiple charging strategies for user selection are generated based on the vehicle status information and the user charging demand information, including:

[0011] Based on the user's charging demand information, the electricity price corresponding to each charging strategy is determined through a preset dynamic pricing model, which is modeled as a Markov decision model.

[0012] In some embodiments, the electricity price P in the preset dynamic pricing model i,t The calculation formula is: , where t is the electricity price adjustment cycle, i∈{1, 2,3}; each i represents a charging strategy with a preset time requirement; each preset time requirement charging strategy corresponds to P i,max and P i,min Different; P i,t The charging price for the i-th charging strategy in period t, i.e., the electricity price; P i,min P represents the lowest allowed price for the i-th preset time requirement charging strategy; i,max K represents the highest allowed price for the i-th preset time requirement charging strategy; K is the price of P. i,max To P i,min Number of price range tiers; a i,t ∈{1, 2, ..., K} represents the optimal action number corresponding to the i-th charging strategy with preset time requirements.

[0013] In some embodiments, the vehicle time-sharing relay charging method further includes,

[0014] Record and optimize training data, which includes the number of vehicles corresponding to each preset time requirement charging strategy within period t and the charging time of each vehicle.

[0015] Based on the optimized training data, the dynamic pricing model is optimized with the goal of maximizing the long-term cumulative revenue of the charging terminal.

[0016] In some embodiments, based on the optimized training data, the dynamic pricing model is optimized with the objective of maximizing the long-term cumulative revenue of the charging terminal, including:

[0017] Calculate the total revenue R within period t t , will R t Directly used as a reward signal; R t The calculation formula is:

[0018] Where n1, n2, and n3 are the number of vehicles corresponding to various preset time requirements for charging strategies, and P is the number of vehicles. 1,t P 2,t P 3,t The electricity prices corresponding to various preset time-required charging strategies are as follows: 1，j l 2，j l 3，j Let J represent the charging time of the j-th vehicle under various preset time requirements for charging strategies, where j∈{1, 2, 3, ...}.

[0019] In some embodiments, the preset charging strategy priority includes: charging demand with earlier vehicle usage time has a higher priority than charging demand with later vehicle usage time, and within the same priority, vehicles with higher charging demand are given priority.

[0020] This application also provides a vehicle time-sharing relay charging device, including:

[0021] The information acquisition module is used to acquire vehicle status information and user charging demand information. The vehicle status information includes remaining battery power and driving range, and the user charging demand information includes usage time and target charging range.

[0022] The charging strategy generation module is used to generate multiple charging strategies for users to choose from based on the vehicle status information and the user charging demand information. The charging strategy includes the earliest vehicle usage time, charging amount and electricity price.

[0023] The charging sequence generation module is used to generate a time-sharing charging sequence of multiple charging terminals within a preset time period based on the charging strategy selected by the user and the preset charging strategy priority.

[0024] The charging control module is used to control multiple charging terminals to start charging according to the charging sequence.

[0025] This application also provides an electronic device, including a memory and a processor; the memory and the processor are connected; the memory is used to store computer execution instructions; the processor is used to invoke the computer execution instructions to execute any of the vehicle time-sharing relay charging methods described above.

[0026] This application also provides a vehicle time-sharing relay charging system, including a server, a charging terminal and a user terminal, wherein the charging terminal and the user terminal are both communicatively connected to the server.

[0027] The charging terminal is used to collect vehicle status information and send the vehicle status information to the server.

[0028] The user terminal is used to collect user charging demand information and send the user charging demand information to the server terminal.

[0029] The server is used to execute any of the vehicle time-sharing relay charging methods described above.

[0030] This application also provides a computer-readable storage medium having a computer program stored thereon, the computer program being executed by a processor to implement any of the vehicle time-sharing relay charging methods described above.

[0031] The beneficial effects of the embodiments of this application are as follows: The vehicle time-sharing relay charging method provided in this application generates a time-sharing relay charging sequence for multiple charging terminals within a preset time period based on the charging strategy selected by the user and the preset charging strategy priority. Then, the multiple charging terminals start charging according to the charging sequence. This allows multiple charging terminals to take turns using the charging capacity of a single charging terminal during off-peak hours, enabling vehicles connected to multiple charging terminals to start charging at different times during off-peak hours. Compared to related technologies where charging starts simultaneously at the start of off-peak hours, this expands the number of vehicles the charging system can charge. This effectively avoids excessive charging load at the start of off-peak hours, and users do not need to compete for charging stations, improving the user charging experience. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Wherein:

[0033] Figure 1 An application environment diagram of a vehicle time-sharing relay charging method provided in an embodiment of this application;

[0034] Figure 2 A flowchart illustrating a vehicle time-sharing relay charging method provided in an embodiment of this application;

[0035] Figure 3 A schematic diagram of the interface for collecting and displaying vehicle status information and user demand information according to an embodiment of this application;

[0036] Figure 4 A charging strategy generated by the server based on vehicle status information and user demand information, as provided in one embodiment of this application;

[0037] Figure 5 A charging strategy generated by the server based on vehicle status information and user demand information, as provided in another embodiment of this application;

[0038] Figure 6 A flowchart illustrating the optimization of the dynamic pricing model in a vehicle time-sharing relay charging method provided in an embodiment of this application;

[0039] Figure 7 A schematic diagram illustrating the time-sharing charging of multiple charging terminals within a preset time period, as provided in an embodiment of this application;

[0040] Figure 8 This is a structural block diagram of a vehicle time-sharing relay charging device provided in an embodiment of this application;

[0041] Figure 9 This is a block diagram of the internal structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0042] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. It is understood that the specific embodiments described herein are only for explaining this application and not for limiting it. Furthermore, it should be noted that, for ease of description, only the parts related to this application are shown in the accompanying drawings, not all structures. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0043] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0044] Please see Figure 1 The vehicle time-sharing relay charging method provided in this application embodiment can be applied to Figure 1 The application environment shown includes a server 100, a user terminal 300, and a charging terminal 200, both of which are communicatively connected to the server 100. The server 100 can be an independent physical server or terminal, a server cluster consisting of multiple physical servers, or a cloud server, tablet computer, laptop computer, or desktop computer providing basic cloud computing services such as cloud servers, cloud databases, cloud storage, and CDN. The charging terminal 200 can be a charging pile with a charging gun. The user terminal 300 can be a mobile phone, vehicle terminal, tablet computer, laptop computer, or desktop computer, or a smart terminal module integrated into the charging pile. The smart terminal module may include a display screen, processor, and memory, but is not limited to these.

[0045] Please see Figure 2 This application provides a vehicle time-sharing relay charging method, which can be used in the server 100 applied in the above-mentioned environment. The vehicle time-sharing relay charging method specifically includes the following steps:

[0046] Step S10: Obtain vehicle status information and user charging demand information. The vehicle status information includes remaining battery power and mileage, and the user charging demand information includes usage time and target charging mileage.

[0047] Vehicle status information can be collected through the charging terminal 200 in the application environment, and user charging demand information can be collected through the user terminal 300 in the application environment. Since the server 100 is communicatively connected to the charging terminal 200 and the user terminal 300, it can be understood that the server 100 can obtain vehicle status information and user charging demand information through the charging terminal 200 and the user terminal 300 respectively.

[0048] The remaining battery power in the vehicle status information refers to the vehicle's remaining battery power when connected to charging terminal 200. The remaining driving range in the vehicle status information is the distance the vehicle can travel based on the remaining battery power. When the vehicle is connected to a charging station, the vehicle status information can be read from the vehicle via the charging station.

[0049] The usage time in the user charging demand information refers to the user's planned usage time after charging. The user charging demand information can include the user's charging volume requirement and / or mileage requirement. It should be noted that users generally choose to charge during off-peak hours, so the user's usage time and mileage requirements are usually for the next day. Taking a smart terminal module integrated into the charging pile as an example, such as... Figure 3 The image shown is a schematic diagram of the interface for collecting and displaying vehicle status information and user demand information.

[0050] Step S20: Generate multiple charging strategies for the user to choose from based on the vehicle status information and the user charging demand information. The charging strategy includes the earliest vehicle usage time, charging amount, and electricity price. For the same earliest vehicle usage time, the charging strategy with more charging amount has a higher electricity price than the charging strategy with less charging amount. For the same charging amount, the charging strategy with an earlier earliest vehicle usage time has a higher electricity price than the charging strategy with a later earliest vehicle usage time.

[0051] It is understandable that the earliest vehicle usage time in the charging strategy is earlier than the vehicle usage time in the user demand information, and the charging amount in the charging strategy meets the user's charging demand information. The electricity price in the charging strategy refers to the unit price per kilowatt-hour during the charging process.

[0052] It's important to note that the earliest usage time and the amount of charge in a charging strategy affect when the charging station starts charging. For example, if a user selects a charging strategy with a large amount of charge and an early usage time, the charging station needs to start charging earlier to ensure the user completes charging before their usage time. Conversely, if a user selects a charging strategy with a small amount of charge and a late usage time, the charging station has more flexibility in scheduling its start time. Therefore, to avoid concentrating charging station start times during off-peak hours, electricity pricing influences users' choices of multiple charging strategies. This means that for multiple charging strategies with the same earliest usage time, the electricity price for the strategy with a larger amount of charge is higher than that for the strategy with a smaller amount of charge; and for the same amount of charge, the electricity price for the strategy with an earlier earliest usage time is higher than that for the strategy with a later earliest usage time.

[0053] Of course, the charging strategies available to users may also include information such as the driving range that can be achieved with the current charge and the driving range that can be achieved with the vehicle's total battery capacity, but are not limited to these.

[0054] It should be noted that when generating charging strategies for users to choose from, the earlier a user connects to a charging station, the more conservative the generated charging strategy can be due to the relatively high uncertainty surrounding subsequent electric vehicle connections. For example... Figure 4 As shown, this is a charging strategy generated by server 100 based on vehicle status information and user demand information in one embodiment. The charging strategy in this figure is the one generated when the user first connected to the charging pile. Figure 5 As shown, this is a charging strategy generated by the server 100 based on vehicle status information and user demand information in another embodiment. The charging strategy in this figure is generated when the user connects to the charging pile later. It should be noted that "early or late" here can be understood as the order in which vehicles connect to the charging pile. When a user connects to the charging pile later, because there are already many connected electric vehicles, their charging demand is relatively certain. In this case, the system will generate a charging strategy based on the charging demand of the currently connected vehicles, while considering the uncertainty of the charging demand of subsequent connected electric vehicles in available charging piles. If the charging demand level of the currently connected vehicles is not high, a charging strategy with a longer charging range will also be intelligently recommended.

[0055] In this embodiment of the application, there are no specific restrictions on the specific method by which the server 100 generates multiple charging strategies for users to choose from based on vehicle status information and user charging demand information. For example, the user's charging demand can be divided into three priorities in advance. For example, vehicles that need to be charged immediately can be given the first priority, vehicles that need to be charged by 4:00 can be given the second priority, and vehicles that need to be charged before 6:00 can be given the third priority. The higher the priority, the more expensive the electricity price, and the lower the priority, the cheaper the electricity price.

[0056] Based on the preliminary questionnaire survey, the priority ratio of charging demand for vehicles of different charging mileages is generally shown in Table 1 below.

[0057] Table 1

[0058] First priority Second priority Third priority Charging range (km) Percentage of vehicles that can be charged immediately (%) Percentage filled before 4:00 (%) Percentage filled before 6:00 (%) 100 20 15 65 150 20 15 65 200 20 0 80 250 20 0 80

[0059] When generating multiple charging strategies for users to choose from based on vehicle status information and user charging demand information, the user's charging demand information can first be matched with the corresponding priority, such as... Figure 4 As shown, for example, if a user's charging range is 100km and the usage time is 7:00 AM, then all three priorities can meet the user's needs. That is, the user's charging needs match all three priorities, and charging strategies corresponding to each priority can be generated. Of course, if the vehicle connects to the charging station later, in addition to generating charging strategies corresponding to the three priorities that meet the user's charging range needs, strategies for 150km, 200km, and 250km charging ranges, as well as the charging range required to fully charge the vehicle, can also be generated, but it is not limited to these. It can be understood that charging strategies with longer ranges are arranged in the third priority, thus guiding users to choose a less urgent priority level by increasing the charging range. Figure 7 Among the multiple charging strategies available to users, the first three prioritize the charging strategies that meet the user's desired charging range, while the latter three are recommended charging strategies that provide a longer range.

[0060] It should be noted that the order in which vehicles connect to charging stations can be defined based on the number of vehicles already connected, but it is not limited to this. For example, once a preset number of vehicles has connected, vehicles connecting later can be considered to have connected later. If the strategies of the earlier vehicles are more conservative, leaving more available charging resources for later vehicles, this can trigger a charging strategy that generates more range for them. The specific preset number of vehicles connected can be determined empirically.

[0061] It should be noted that the electricity price in the above charging strategy can be a preset fixed time-of-use electricity price, or it can be an electricity price automatically adjusted by the server 100 during operation. In some embodiments, step S20 may include the following steps:

[0062] Step S21: Based on the user charging demand information, determine the electricity price corresponding to each charging strategy through a preset dynamic pricing model, wherein the preset dynamic pricing model is modeled as a Markov decision model.

[0063] Since electricity prices affect users' choices of charging strategies, a dynamic pricing model can automatically adjust electricity prices during the operation of the server 100. For example, a multi-objective optimization algorithm based on deep learning can be used to automatically adjust electricity prices. During the adjustment process, the objective functions can be to maximize the revenue of charging pile investors and maximize the number of electric vehicles that can be charged. This ensures the stable operation of the charging system, including the server 100, charging terminal 200, and user terminal 300, while meeting the charging needs of users and ensuring the revenue of charging pile investors.

[0064] Modeling the pre-defined dynamic pricing model as a Markov decision model can be understood as representing the dynamic pricing problem as a Markov Decision Process (MDP). In the MDP, the charging station can be considered an agent in the decision-making process. External factors affecting the charging station are considered environmental states. After observing the environmental states, the agent periodically changes the charging price based on its actions. It can then observe new environmental states and receive rewards.

[0065] The electricity price for charging stations can be adjusted at intervals of one week or several days, t. In each period t, the agent observes the multidimensional state vector s. t ∈S ⊆ R m Describe the state of the external environment. t Let S be the state vector of the agent in period t, and R be the set of all state vectors. m Let be the set of real numbers. In the preset dynamic pricing model, there are 4 sets of characteristic variables in each period t to describe the external environment: the number of charging vehicles, the charging time per vehicle, the date (to distinguish between weekdays and holidays), and the competitive charging pile prices of other charging stations.

[0066] After observing the external state, the agent takes price action A. t ={a i,t For each charging pile in the charging station, define a price range corresponding to different charging strategies with different time requirements, and use the maximum price P among the charging strategies with the i-th time requirement for the charging pile. i,max and minimum price P i,min Define an upper and lower bound for the action; the price cannot exceed this range. Define the price within the range as K independent discrete values, each action a. i,tLet {1, 2, ..., K} represent a price. Based on survey data, three different charging strategies with varying time requirements can be defined for each charging station. For example, i=1 represents the charging strategy that starts charging at the beginning of the off-peak period, i=2 represents the strategy that completes charging before 4:00 AM, and i=3 represents the strategy that completes charging before 6:00 AM. The corresponding electricity prices are P1 (starting charging at the beginning of the off-peak period), P2 (completing charging before 4:00 AM), and P3 (completing charging before 6:00 AM).

[0067] Therefore, each action a i,t Corresponding to a specific electricity price P i,t In the preset dynamic pricing model, the electricity price P i,t The calculation formula is:

[0068] , where t is the electricity price adjustment cycle, i∈{1, 2,3}; each i represents a charging strategy with a preset time requirement; each preset time requirement charging strategy corresponds to P i,max and P i,min Different; P i,t The charging price for the i-th charging strategy within period t is the electricity price; P i,min P represents the lowest allowed price for the i-th preset time requirement charging strategy; i,max K represents the highest allowed price for the i-th preset time requirement charging strategy; K is the price of P. i,max To P i,min Number of price range tiers; a i,t ∈{1, 2, ..., K} represents the optimal action number corresponding to the i-th charging strategy with preset time requirements. When a i,t When =1, P i,t =P i,min ; when a i,t When =K, P i,t =P i,max .

[0069] In some embodiments, the vehicle time-sharing relay charging method may further include the following steps:

[0070] Step S50: Record the optimized training data, which includes the number of vehicles corresponding to each preset time requirement charging strategy within period t and the charging time of each vehicle.

[0071] It is understandable that optimizing the training data, including the number of vehicles corresponding to each preset time requirement charging strategy within period t and the charging time of each vehicle, are the main parameters affecting the maximization of the long-term cumulative benefits of the charging terminal.

[0072] Step S60: Based on the optimized training data, optimize the dynamic pricing model with the goal of maximizing the long-term cumulative revenue of the charging terminal.

[0073] Among them, based on optimized training data, the dynamic pricing model is optimized with the goal of maximizing the long-term cumulative revenue of charging terminals, such as... Figure 6 As shown, in some embodiments, step S60 may specifically include the following steps:

[0074] Step S61, calculate the total revenue R within period t. t , will R t Directly used as a reward signal; R t The calculation formula is:

[0075] Where n1, n2, and n3 are the number of vehicles corresponding to various preset time requirements for charging strategies, and P is the number of vehicles. 1,t P 2,t P 3,t The electricity prices corresponding to various preset time-required charging strategies are as follows: 1，j l 2，j l 3，j Let J represent the charging time of the j-th vehicle under various preset time requirements for charging strategies, where j∈{1, 2, 3, ...}.

[0076] It should be noted that, since the goal is to maximize the long-term cumulative revenue of the charging terminal, the direct revenue of each pricing period t is used as the reward signal, and the reward value is the total revenue within that period t.

[0077] Step S62, determine the state transition sequence (s) t a t R t s t+1 ).

[0078] In this state transition vector, R t As a reward signal, s t Let s be the state vector of the agent in period t. t+1 Let a be the state vector of the next period after period t. t Price movements over period t.

[0079] Step S63: Based on the deep Q-network model, the dynamic pricing model is optimized by recursively iterating through the state transition sequence.

[0080] Deep Q-Network (DQN) is an iterative method for computing the value of an optimal policy. It starts with randomly initialized Q-values ​​and uses a state transition sequence (s)t a t R t s t+1 The process involves recursive iteration, and after multiple iterations, each price action a... t The corresponding Q value is gradually optimized from the initial value. Finally, the Q value that maximizes the long-term cumulative benefits of the charging terminal is the optimal Q value Q*, and the corresponding optimal strategy can be determined.

[0081] Step S30: Based on the charging strategy selected by the user and the preset charging strategy priority, generate a time-sharing relay charging sequence for multiple charging terminals within a preset time period.

[0082] It is understandable that after step S20 generates multiple charging strategies for the user to choose from, such as... Figure 4 As shown in Figure 5, the charging strategies available for user selection are displayed on the user's device. After the user selects a charging strategy, the server 100 receives the selected strategy. The server 100 then sorts the selected charging strategies according to a preset charging strategy priority, thereby generating a time-sharing relay charging sequence for multiple charging terminals within a preset time period. The time-sharing relay charging sequence refers to the order in which multiple charging terminals charge at different time intervals within the preset time period.

[0083] Since most users typically choose to charge during off-peak hours, this application embodiment uses the off-peak hours as a preset time period for illustration. For example, as Figure 7 As shown, the preset time period is 22:00-6:00. The time-sharing charging sequence for charging piles 1, 2, and 3 during this preset time period is as follows: Charging pile 1 operates from 22:00 to 1:00, charging pile 2 operates from 1:00 to 3:00, and charging pile 3 operates from 3:00 to 6:00. In this way, the three charging piles relay charging in different time zones within the preset time period. Compared to the traditional situation where multiple charging piles start charging simultaneously during off-peak hours, this application's solution is equivalent to three charging piles sharing the power distribution capacity of one charging pile (e.g., a conventional 7kW slow charger), which triples the charging capacity while keeping the transformer capacity unchanged. Therefore, by installing more charging piles, more vehicles can have the possibility of charging during off-peak hours, eliminating the need for users to plug and unplug charging cables in the early morning and greatly reducing the demand for charging capacity. This enables the charging needs of more electric vehicles to be met even with limited power distribution capacity in residential areas.

[0084] After receiving the user's selected charging strategy, server 100 can first perform a combinatorial state-space analysis of the charging process. For example, let A be a vehicle with a charging range of 100km, B be a vehicle with a charging range of 150km, C be a vehicle with a charging range of 200km, and D be a vehicle with a charging range of 250km. During off-peak hours, the allocation of three vehicles sequentially charging is: AAA, AAB, ABA, BAA; during off-peak electricity pricing, the allocation of two vehicles sequentially charging is: AA, AB, AC, AD, BA, BB, BC, CA, CB, DA; during off-peak electricity pricing, the allocation of only one vehicle charging is: A, B, C, D. The combinations that satisfy the condition of completing charging before 4:00 AM are: AA, AB, BA. Simultaneously, all immediate charging methods can also complete charging before 4:00 AM. Table 2 below shows the various combinations of charging sequences.

[0085] Table 2

[0086] Classification Vehicle percentage (%) Charging range (km) Level 1 charging combination Charging 2-stage combination 3-stage charging combination A 40 100 A AA,AB,AC,AD AAA, AAB, ABA B 40 150 B BA, BB, BC BAA C 15 200 C CA,CB D 5 250 D DA

[0087] In some embodiments, the preset charging strategy priority may include: charging demand at earlier usage times has a higher priority than charging demand at later usage times, and within the same priority level, vehicles with higher charging demand are given priority.

[0088] For example, in some embodiments, the priority of the charging strategy can be divided according to the charging time requirement. The charging strategy that starts charging at the beginning of the preset valley period has the first priority, the charging strategy that completes charging before 04:00 has the second priority, and the charging strategy that completes charging before 06:00 has the third priority.

[0089] In the charging strategy priority, the charging needs of vehicles with the highest priority are given priority, followed by vehicles with the second and third priorities. For vehicles of the same priority level, those with longer charging ranges are prioritized (as shown in Table 2, vehicle A, with its shorter charging range, has the most options). If vehicle D can choose to relay charging from vehicle A or charge immediately, then vehicle D will be prioritized for relay charging from vehicle A. The principle is to minimize the use of new charging resources during allocation (reducing the power of immediate charging) and prioritize relay charging to increase charging power after midnight. If both vehicle B and vehicle A can accept relay charging from vehicle A, vehicle B will be prioritized for relay charging, as there are more vehicle types that can choose to relay charging from vehicle A, and keeping vehicle A provides more options for vehicles with longer ranges.

[0090] Taking 100 vehicles connected to 100 charging terminals, with a maximum of 50 charging terminals simultaneously operating in parallel, as an example, the preset charging strategy priority is explained as follows:

[0091] First, the charging strategy prioritizes charging terminals with the highest priority. That is, vehicles with the highest priority charging range needs (A, B, C, and D) are connected to charging stations in descending order of range (i.e., DCBA order) and set to charge immediately.

[0092] Then, charging terminals with the second-priority charging strategy are allocated. When allocating the charging order of charging terminals corresponding to the second priority, second-priority vehicles of category A can choose to relay with either category A or category B vehicles that are charging immediately, or charge immediately. Second-priority vehicles of category B can choose to relay with either category A vehicles that are charging immediately, or charge immediately. Category B vehicles are allocated first, prioritizing relay with category A vehicles that are charging immediately. If there are any remaining vehicles, the rest are scheduled for immediate charging. Then, category A vehicles are allocated, prioritizing relay with category B vehicles that are charging immediately. If there are any remaining vehicles, relay with category A vehicles that are charging immediately is selected. If there are any remaining vehicles, the remaining vehicles are scheduled for immediate charging. This arrangement first improves the utilization rate of the distributed capacity during off-peak hours, minimizing the occupation of new charging resources (reducing the power of immediate charging), thus fulfilling the requirement for second-priority vehicles to complete charging before 4:00 AM, while also leaving more immediate charging options for vehicles with longer charging times.

[0093] The final charging strategy assigns charging terminals with the third priority. Allocation is based on mileage from longest to shortest, with all charging terminals prioritizing relay charging and then immediately charging any remaining terminals. When arranging relay charging, combinations are assigned based on the total charging time after the relay is completed. Priority is given to combinations with the longest total relay charging time (enough to complete charging during off-peak hours). If any terminals remain unassigned, they are assigned from longest to shortest total time until no more vehicles are available for relay charging, at which point immediate charging is arranged. For example, first, charging terminals connected to Class D vehicles are assigned to relay charging terminals with Class A vehicles that require immediate charging. If there are remaining Class D vehicles, they are immediately charged. Next, Class C vehicles are assigned to charging terminals with immediate charging terminals with Class B vehicles. If there are remaining Class C vehicles, they are relay charging terminals with Class A vehicles that require immediate charging. If there are still remaining Class C vehicles, they are immediately charged. Then, arrange for type B to first charge in conjunction with type C, which is charging immediately. If there is any remaining, charge it in conjunction with the already combined AA group. If there is still any remaining, charge it in conjunction with type B, which is charging immediately. If there is still any remaining, charge it in conjunction with type A, which is charging immediately. If there is still any remaining, arrange for immediate charging. Finally, arrange for type A to first charge in conjunction with type D, which is charging immediately. If there is any remaining, charge it in conjunction with the already combined AB group. If there is still any remaining, charge it in conjunction with the already combined AA group. If there is still any remaining, charge it in conjunction with type C, which is charging immediately. If there is still any remaining, charge it in conjunction with type B, which is charging immediately. If there is still any remaining, charge it in conjunction with type A, which is charging immediately. If there is still any remaining, arrange for immediate charging.

[0094] Therefore, the starting order of the charging terminals corresponding to the charging strategy selected by the user is allocated according to the priority of the above charging strategy, that is, a time-sharing charging sequence of multiple charging terminals is generated within a preset time period.

[0095] Step S40: Control multiple charging terminals to start charging according to the charging sequence.

[0096] Finally, based on the time-sharing charging sequence, multiple charging terminals can be controlled to start charging according to the charging sequence.

[0097] Taking a residential community with a transformer capacity of 350kW and each charging pile with a power of 7kW as an example, a comparison is made between the traditional charging solution and the vehicle time-sharing relay charging solution provided in this application. The traditional charging solution can only purchase, install, and use a maximum of 50 charging piles simultaneously, while the solution provided in this application can purchase and install 110 charging piles to charge 110 vehicles. It is evident that the vehicle time-sharing relay charging solution provided in this application can effectively solve the problem of charging difficulties for users, while also ensuring long-term cumulative benefits.

[0098] like Figure 8 As shown, in some embodiments, this application also provides a vehicle time-sharing relay charging device, which can be integrated into the server 100. It may include an information acquisition module 710, a charging strategy generation module 720, a charging sequence generation module 730, and a charging control module 740.

[0099] The information acquisition module 710 is used to acquire vehicle status information and user charging demand information. The vehicle status information includes remaining battery power and driving range, and the user charging demand information includes usage time and target charging range.

[0100] The charging strategy generation module 720 is used to generate multiple charging strategies for users to choose from based on the vehicle status information and the user charging demand information. The charging strategy includes the earliest vehicle usage time, charging amount and electricity price.

[0101] The charging sequence generation module 730 is used to generate a time-sharing charging sequence of multiple charging terminals within a preset time period based on the charging strategy selected by the user and the preset charging strategy priority.

[0102] The charging control module 740 is used to control multiple charging terminals to start charging according to the charging sequence.

[0103] The information acquisition module 710, charging strategy generation module 720, charging sequence generation module 730, and charging control module 740 included in the vehicle time-sharing relay charging device provided in this application correspond one-to-one with steps S10, S20, S30, and S40 in the vehicle time-sharing relay charging method described above. For a detailed explanation of the vehicle time-sharing relay charging device and related refinements and optimizations, please refer to the specific embodiments in the vehicle time-sharing relay charging method described above, which will not be repeated here.

[0104] like Figure 9 As shown, in some embodiments, this application also provides an electronic device 800, which may be a computer or tablet computer, etc., including a memory 802 and a processor 801. The memory 802 stores computer execution instructions, which, when executed by the processor 801, implement the vehicle time-sharing relay charging method described in the above embodiments.

[0105] The processor 801 is used to execute all or part of the steps in the vehicle time-sharing relay charging method in the above embodiments. The memory 802 is used to store various types of data, which may include, for example, instructions for any application or method in the electronic device, as well as application-related data.

[0106] The processor 801 may be implemented as an application-specific integrated circuit (ASIC), a digital signal processor (DSP), a digital signal processing device (DSPD), a programmable logic device (PLD), a field-programmable gate array (FPGA), a controller, a microcontroller, a microprocessor, or other electronic components, and is used to execute the steps of the vehicle time-sharing relay charging method in the above embodiments.

[0107] The memory 802 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk.

[0108] like Figure 9 As shown, it can be understood that the electronic device 800 may also include a multimedia component 803, an input / output (I / O) interface 804, and a communication component 805.

[0109] Multimedia component 803 may include a screen, which may be a touchscreen, and an audio component for outputting and / or inputting audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in memory or transmitted via a communication component. The audio component also includes at least one speaker for outputting audio signals. I / O interface 804 provides an interface between processor 801 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual or physical buttons. Communication component 805 is used for wired or wireless communication between the electronic device 800 and other devices. Wireless communication includes, for example, Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, or 4G, or a combination of these. Therefore, the corresponding communication component 805 may include a Wi-Fi module, a Bluetooth module, or an NFC module.

[0110] like Figure 1As shown, in some embodiments, the vehicle time-sharing relay charging system includes the server 100, the charging terminal 200, and the user terminal 300, both of which are communicatively connected to the server 100. The charging terminal 200 is used to collect vehicle status information and send it to the server 100. The user terminal 300 is used to collect user charging demand information and send it to the server 100. The server 100 is used to execute the steps in any of the above-described embodiments of the vehicle time-sharing relay charging method.

[0111] In some embodiments, this application also provides a computer-readable storage medium, such as flash memory, hard disk, multimedia card, card-type memory (e.g., SD or DX memory), random access memory (RAM), static random access memory (SRAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), programmable read-only memory (PROM), magnetic memory, disk, optical disk, server, App application store, etc., which stores a computer program. When the computer program is executed by a processor, it can implement the steps of the above-described vehicle time-sharing relay charging method. For specific implementation processes, please refer to the above embodiments, which will not be repeated here.

[0112] It should be understood that although the steps in the flowcharts of the various embodiments of the present invention are shown sequentially as indicated by the flowcharts, these steps are not necessarily executed in the order indicated by the flowcharts. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and these steps can be executed in other orders. Moreover, at least some steps in the various embodiments may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least a portion of the sub-steps or stages of other steps.

[0113] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of this patent should be determined by the appended claims.

Claims

1. A method for time-sharing relay charging of vehicles, characterized in that, include: Obtain vehicle status information and user charging demand information. The vehicle status information includes remaining battery power and driving range, and the user charging demand information includes usage time and target charging range. Multiple charging strategies are generated for users to choose from based on the vehicle status information and the user charging demand information. The charging strategy includes the earliest vehicle usage time, charging amount, and electricity price. For the same earliest vehicle usage time, the charging strategy with more charging amount has a higher electricity price than the charging strategy with less charging amount. For the same charging amount, the charging strategy with an earlier earliest vehicle usage time has a higher electricity price than the charging strategy with a later earliest vehicle usage time. The step of generating multiple charging strategies for user selection based on the vehicle status information and the user charging demand information includes: determining the electricity price corresponding to each charging strategy based on the user charging demand information using a preset dynamic pricing model, wherein the preset dynamic pricing model is modeled as a Markov decision model; and the electricity price P in the preset dynamic pricing model... i,t The calculation formula is: , where t is the electricity price adjustment cycle, i∈{1, 2,3}; each i represents a charging strategy with a preset time requirement; each preset time requirement charging strategy corresponds to P i,max and P i,min Different; P i,t The charging price for the i-th charging strategy in period t, i.e., the electricity price; P i,min P represents the lowest allowed price for the i-th preset time requirement charging strategy; i,max K represents the highest allowed price for the i-th preset time requirement charging strategy; K is the price of P. i,max To P i,min Number of price range tiers; a i,t ∈{1, 2, ..., K} represents the optimal action number corresponding to the i-th charging strategy with preset time requirements; Based on the user-selected charging strategy and the preset charging strategy priority, a time-sharing relay charging sequence of multiple charging terminals is generated within a preset time period. Control multiple charging terminals to start charging according to the charging sequence.

2. The vehicle time-sharing relay charging method according to claim 1, characterized in that, The vehicle time-sharing relay charging method also includes, Record and optimize training data, which includes the number of vehicles corresponding to each preset time requirement charging strategy within period t and the charging time of each vehicle. Based on the optimized training data, the dynamic pricing model is optimized with the goal of maximizing the long-term cumulative revenue of the charging terminal.

3. The vehicle time-sharing relay charging method according to claim 2, characterized in that, Based on the optimized training data, and with the objective of maximizing the long-term cumulative revenue of the charging terminal, the dynamic pricing model is optimized, including: Calculate the total revenue R within period t t , will R t Directly used as a reward signal; R t The calculation formula is: Where n1, n2, and n3 are the number of vehicles corresponding to various preset time requirements for charging strategies, and P is the number of vehicles. 1,t P 2,t P 3,t The electricity prices corresponding to various preset time-required charging strategies are as follows: 1，j l 2，j l 3，j Let J represent the charging time of the j-th vehicle under various preset time requirements for charging strategies, where j∈{1, 2, 3, ...}.

4. The vehicle time-sharing relay charging method according to claim 1, characterized in that, The preset charging strategy priority includes: charging needs with earlier usage time have higher priority than charging needs with later usage time, and within the same priority, vehicles with higher charging needs are given priority.

5. A vehicle time-sharing relay charging device, characterized in that, include: The information acquisition module is used to acquire vehicle status information and user charging demand information. The vehicle status information includes remaining battery power and driving range, and the user charging demand information includes usage time and target charging range. The charging strategy generation module is used to generate multiple charging strategies for users to choose from based on the vehicle status information and the user charging demand information. The charging strategy includes the earliest vehicle usage time, charging amount, and electricity price. For the same earliest vehicle usage time, the charging strategy with more charging amount has a higher electricity price than the charging strategy with less charging amount. For the same charging amount, the charging strategy with an earlier earliest vehicle usage time has a higher electricity price than the charging strategy with a later earliest vehicle usage time. The step of generating multiple charging strategies for user selection based on the vehicle status information and the user charging demand information includes: determining the electricity price corresponding to each charging strategy based on the user charging demand information using a preset dynamic pricing model, wherein the preset dynamic pricing model is modeled as a Markov decision model; and the electricity price P in the preset dynamic pricing model... i,t The calculation formula is: , where t is the electricity price adjustment cycle, i∈{1, 2,3}; each i represents a charging strategy with a preset time requirement; each preset time requirement charging strategy corresponds to P i,max and P i,min Different; P i,t Let P be the charging price for the i-th charging strategy in period t, i.e., the electricity price; i,min P represents the lowest allowed price for the i-th preset time requirement charging strategy; i,max K represents the highest allowed price for the i-th preset time requirement charging strategy; K is the price of P. i,max To P i,min Number of price range tiers; a i,t ∈{1, 2, ..., K} represents the optimal action number corresponding to the i-th charging strategy with preset time requirements; The charging sequence generation module is used to generate a time-sharing charging sequence of multiple charging terminals within a preset time period based on the charging strategy selected by the user and the preset charging strategy priority. The charging control module is used to control multiple charging terminals to start charging according to the charging sequence.

6. An electronic device, characterized in that, It includes a memory and a processor; the memory and the processor are connected; the memory is used to store computer execution instructions; the processor is used to invoke the computer execution instructions to execute the vehicle time-sharing relay charging method according to any one of claims 1-4.

7. A vehicle time-sharing relay charging system, characterized in that, It includes a server, a charging terminal, and a user terminal, wherein the charging terminal and the user terminal are both communicatively connected to the server; The charging terminal is used to collect vehicle status information and send the vehicle status information to the server. The user terminal is used to collect user charging demand information and send the user charging demand information to the server terminal. The server is used to execute the vehicle time-sharing relay charging method according to any one of claims 1-4.

8. A computer-readable storage medium, characterized in that, It stores a computer program, which is executed by a processor to implement the vehicle time-sharing relay charging method as described in any one of claims 1-4.

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