Method and system for dynamic access and multi-mode operation of autonomous driving mobile energy storage vehicle

Abstract

The application discloses a kind of dynamic access and multi-mode operation method and system of automatic driving mobile energy storage vehicle, and relates to the technical field of distribution network voltage control and mobile energy storage scheduling.The method includes that energy storage vehicle receives time sequence scheduling instruction chain, and the feasibility verification of each instruction block is carried out in sequence, and the instruction block that passes through verification is locked as current effective task;Automatic driving to target table area, closes grid-connected contactor after completing physical docking and grid-connected pre-synchronization;According to the relationship between current time and task time window: early, then wait, late, then terminate and rotate the next instruction block, in task time window then execute according to voltage control mode or emergency power supply mode;Clock and state of charge are continuously monitored in execution process, and docking is released and rotated after meeting termination condition.The application realizes no fixed site chain flow and flat emergency mode autonomous switching, improves scheduling efficiency and power supply reliability.

Description

Technical Field

[0001] This invention belongs to the field of distribution network voltage control and mobile energy storage dispatch technology, and in particular relates to a method, system and storage medium for dynamic access and multi-mode operation of autonomous mobile energy storage vehicles for voltage management and emergency supply. Background Technology

[0002] With the high proportion of distributed photovoltaic (PV) grid connections and the fluctuating growth of terminal loads such as air conditioners and electric vehicle charging stations, low-voltage distribution networks face severe challenges in both directions of voltage exceeding limits: voltage is prone to exceeding the upper limit during peak PV output at midday, and voltage is prone to exceeding the lower limit during peak load periods at night. Furthermore, the frequent occurrence of extreme weather events places higher demands on the emergency power supply capabilities of the distribution network.

[0003] Traditional voltage regulation methods mainly include fixed capacity expansion and retrofitting, parallel capacitor banks, static var generators (SVG), and on-load tap-changing transformers. These solutions have inherent drawbacks such as high investment costs, low equipment utilization, and fixed response range, making them difficult to adapt to the uncertainties in the spatiotemporal distribution of source and load.

[0004] In recent years, mobile energy storage vehicles have been tested for temporary capacity expansion and emergency power supply in distribution substations due to their flexible deployment and rapid response. With the maturity of autonomous driving technology, combining autonomous driving functions with mobile energy storage vehicles could theoretically enable vehicles to be online 24 / 7, move autonomously between different substations without driver intervention, thus "trading time for space" and becoming an ideal tool for solving dynamic voltage management and providing support during sudden power outages. However, the existing operation control modes of mobile energy storage vehicles have not yet been adapted to the characteristics of autonomous driving and still have the following technical shortcomings: First, the scheduling logic follows the single-task system of the manual driving era. After completing a task in one area, a vehicle is usually set to return to a fixed depot to stand by or charge, resulting in a large amount of ineffective empty return mileage in scenarios with continuous operation in multiple areas. This mode fails to leverage the advantages of autonomous vehicles, which do not require rest and can operate continuously, thus reducing scheduling efficiency and increasing operating costs.

[0005] Second, there is a lack of a localized, integrated execution architecture that can be used for both normal and emergency situations. In existing technologies, the charging behavior of mobile energy storage vehicles is disconnected from the grid regulation behavior: charging is only regarded as a means of replenishing energy and is not actively used to absorb excess reactive or active power to suppress voltage overruns; at the same time, vehicles cannot achieve standardized autonomous switching between normal grid-connected voltage management mode and emergency off-grid power supply mode, often requiring manual intervention or preset fixed modes, which seriously limits the comprehensive utilization efficiency of expensive energy storage assets.

[0006] Third, there is a lack of mechanisms for preempting and interrupting high-priority emergency tasks. When a power grid failure occurs and emergency power supply is required, the existing system cannot automatically interrupt the ongoing routine voltage management tasks, quickly switch to emergency mode, and prioritize responding to emergency needs, resulting in a delay in emergency response.

[0007] Therefore, there is an urgent need to propose a dynamic access and multi-mode operation method for autonomous mobile energy storage vehicles, enabling them to achieve chain-like flow between different transformer substations without fixed sites, autonomously switch between voltage management or emergency supply modes according to task type, and support the preemption and interruption of high-priority tasks, thereby improving the operational flexibility and power supply reliability of the distribution network. Summary of the Invention

[0008] In view of the above-mentioned defects in the prior art, the purpose of this invention is to provide a method and system for dynamic access and multi-mode operation of autonomous mobile energy storage vehicles, so as to solve the technical problems of low scheduling efficiency of mobile energy storage vehicles, inability to switch between normal and emergency modes autonomously, and inability to prioritize emergency tasks in the prior art.

[0009] This invention solves the above-mentioned technical problems through the following technical solution: a method for dynamic access and multi-mode operation of an autonomous driving mobile energy storage vehicle, comprising: Step S1: The energy storage vehicle receives a time-series scheduling instruction chain, which is a set of multiple instruction blocks arranged in chronological order; Step S2: Based on the current location of the energy storage vehicle, the current system clock, and the current state of charge, perform feasibility checks on each instruction block in chronological order, and lock the instruction blocks that pass the checks as the current valid tasks; Step S3: Based on the target area location in the current effective task and the current location of the energy storage vehicle, plan the driving route, drive the vehicle to the target area, complete the physical docking and grid connection pre-synchronization between the energy storage vehicle and the target area, and then close the grid connection contactor; Step S4: Obtain the current system clock and compare it with the start and end times of the currently active tasks: If the current time is earlier than the starting time, then wait until the starting time is reached; If the current time is later than the abort time, the task is terminated, the physical docking is terminated, and the process proceeds to step S2 to verify the feasibility of the next instruction block. If the current time is between the start and stop times, then execution will proceed according to the task type flag: When in voltage management mode, the charging and discharging power of the energy storage vehicle is dynamically adjusted according to the voltage deviation at the access point, and grid-connected adaptive power adjustment is performed, then proceed to step S5; When in emergency supply mode, disconnect the grid-connected contactor and switch to off-grid voltage control mode, that is, the energy storage vehicle autonomously establishes voltage and frequency references to supply power to the load in the target area, and proceed to step S5; Step S5: During the execution of grid-connected adaptive power regulation or off-grid voltage control mode, continuously monitor the current system clock and charge state: if the current time reaches the termination time or the charge state drops to the minimum safe reserve charge state, terminate the task, disconnect the physical connection, and proceed to step S2 to verify the feasibility of the next instruction block.

[0010] This invention performs feasibility checks on each instruction block sequentially in step S2, and directly transfers to step S2 to check the next instruction block after the task terminates in steps S4 and S5. This allows the energy storage vehicle to continuously execute tasks across multiple distribution areas without returning to a fixed depot. This mechanism fully leverages the advantage of autonomous vehicles' ability to move without rest, significantly reducing ineffective return trips in multi-distributor continuous operation scenarios, and improving scheduling efficiency and equipment utilization.

[0011] In voltage regulation mode, this invention dynamically adjusts charging and discharging power based on the voltage deviation at the access point: when the voltage exceeds the upper limit, it actively charges to absorb excess power, transforming the energy replenishment process into grid regulation service; when the voltage exceeds the lower limit, it discharges to support the voltage. Simultaneously, through a task type flag, the system can autonomously switch between voltage regulation mode and emergency supply mode without manual intervention. In emergency supply mode, it automatically disconnects the grid-connected contactor and switches to off-grid voltage control, providing independent power supply to the distribution area load. This design enables the energy storage vehicle to operate efficiently in both routine regulation and emergency support scenarios, significantly improving the overall utilization efficiency of energy storage assets.

[0012] Further, a feasibility check is performed on the instruction block, including: For each instruction block, the shortest path from the current location of the energy storage vehicle to the target station location in the instruction block is planned using an electronic map, and the travel distance and travel time are calculated. Perform a time feasibility check on the instruction block: if ,and ,in, For the current moment, The driving time corresponding to the i-th instruction block. Let be the abort time in the i-th instruction block. If the execution duration threshold is preset, then the time feasibility check is passed; otherwise, the feasibility check is performed on the next instruction block. An energy feasibility check is performed on the instruction block that passes the time feasibility check: Based on the current state of charge of the energy storage vehicle, the rated capacity of the battery, the driving distance, the average driving energy consumption per unit mileage, the minimum safe reserve state of charge, and the execution power sequence and task time window in the instruction block, it is determined whether the current remaining energy, after deducting the driving energy consumption and the safe reserve energy, meets the energy exchange requirements during the execution of the task in the instruction block; if it does, the energy feasibility check is passed; otherwise, the feasibility check is performed on the next instruction block.

[0013] This invention specifically defines the steps for performing time feasibility checks and energy feasibility checks on each instruction block: the time check requires that the current time has not exceeded the termination time after the elapsed travel time, and that the remaining time is greater than a preset execution duration threshold; the energy check requires that the current remaining energy, after deducting travel energy consumption and safety reserve energy, meets the energy exchange requirements during task execution. These checks ensure that the energy storage vehicle has fully assessed the time window and energy margin before executing a task, avoiding invalid travel or task interruption due to insufficient time or power, significantly improving the reliability and success rate of multi-task scheduling.

[0014] Furthermore, the energy feasibility verification specifically includes: When the energy storage vehicle absorbs power, it is checked whether the following conditions are met: ; When the energy storage vehicle outputs power, does the following condition need to be met? ; in, This refers to the current state of charge of the energy storage vehicle. The rated capacity of the battery in the energy storage vehicle; This refers to the distance traveled. The average energy consumption coefficient per unit distance of vehicle driving; To maintain the minimum safe state of charge; Let be the execution power at time t in the i-th instruction block. A positive value indicates the power emitted by the energy storage vehicle, and a negative value indicates the power absorbed. This is the start time in the i-th instruction block; This is the abort time in the i-th instruction block; For time intervals.

[0015] This invention further defines the specific mathematical expression for energy feasibility verification, setting different energy balance inequalities for the two operating conditions of energy storage vehicle power absorption and power output. This precise quantitative model can accurately calculate the balance between driving energy consumption, safe energy retention, and task execution energy, ensuring that feasibility judgments under different power flow directions have a strict physical basis and avoiding execution risks caused by fuzzy judgments.

[0016] Further, the physical docking and grid pre-synchronization between the energy storage vehicle and the target distribution area are completed, and then the grid connection contactor is closed, including: After the energy storage vehicle arrives at the target area, it uses the on-board vision recognition module to identify the standard access interface installed on the low-voltage side of the distribution transformer in the target area, and adjusts the vehicle posture and the robotic arm-type on-board charging gun through the visual servo control algorithm to physically connect with the standard access interface. After docking is completed, the energy storage converter is started to enter the grid connection pre-synchronization stage: the voltage, frequency, and phase of the access point are collected in real time, and the voltage, frequency, and phase of the energy storage converter output are adjusted; when the following synchronization conditions are met, the energy storage converter is controlled to close the grid connection contactor to complete the formal grid connection: ; in, , , These represent the voltage, frequency, and phase output of the energy storage converter, respectively. , , These are the voltage, frequency, and phase at the connection point, respectively. , , These are the preset voltage deviation threshold, frequency deviation threshold, and phase deviation threshold, respectively.

[0017] This invention specifically defines the implementation method of physical docking and grid-connected pre-synchronization: the standard access interface is identified by the vehicle-mounted visual recognition module, and the vehicle body posture and charging gun are adjusted using a visual servo control algorithm to complete the docking; after docking, the energy storage converter is started for grid-connected pre-synchronization, adjusting the output voltage, frequency, and phase in real time. When the voltage, frequency, and phase deviation threshold conditions are met, the grid-connection contactor is closed to complete the formal grid connection. This automatic docking and synchronization mechanism realizes a fast, accurate, and safe electrical connection between the energy storage vehicle and the power distribution area without manual intervention, providing a reliable physical and electrical foundation for subsequent multi-mode operation.

[0018] Furthermore, the charging and discharging power of the energy storage vehicle is dynamically adjusted based on the voltage deviation at the access point, and grid-connected adaptive power regulation is implemented, including: The voltage at the access point is collected in real time and compared with the preset acceptable voltage range; Based on the comparison results, the active power output value of the energy storage converter is dynamically calculated using the following piecewise function: ; in, This represents the active power output value of the energy storage converter; Voltage at the connection point; This is the upper limit of the acceptable voltage range; This is the lower limit of the acceptable voltage range; This refers to the charging regulation coefficient; This is the discharge regulation coefficient; This refers to the standby power or minimum sustaining power.

[0019] The segmented regulation logic further defined in this invention enables the energy storage vehicle to actively charge and absorb excess power when the voltage exceeds the upper limit, transforming the energy replenishment process into a grid regulation service; actively discharge to support the voltage when the voltage exceeds the lower limit; and absorb only the minimum power to maintain thermal standby when the voltage is within acceptable limits. This mechanism achieves deep coupling between charging and discharging behavior and voltage management requirements, improving regulation accuracy and equipment utilization.

[0020] Furthermore, in the off-grid voltage control mode, the output voltage of the energy storage converter is: ; in, This is the output voltage of the energy storage converter; The rated voltage amplitude of the target distribution area; The rated frequency for the target distribution area; t represents the initial phase; t represents time.

[0021] This invention further defines the off-grid voltage control mode under emergency power supply mode, enabling the energy storage vehicle to autonomously establish a stable voltage and frequency reference in the off-grid state, and to provide continuous and reliable power supply to important loads in the target area as the main power source of the island microgrid, ensuring the continuity of power supply in the event of a sudden power outage.

[0022] Furthermore, the method also includes: When all instruction blocks in the timing scheduling instruction chain have completed feasibility verification and there are no instruction blocks that have passed verification but have not yet been executed, the energy storage vehicle sends an idle status message to the external scheduling platform and determines the parking strategy based on the current charge state: If the current state of charge is less than the minimum safe reserve state of charge, the energy storage vehicle will automatically navigate to the nearest public charging facility for recharging; otherwise, the energy storage vehicle will remain parked at its current location and enter a floating standby state, continuously waiting to receive new timing scheduling command chains.

[0023] This invention defines a strategy for handling the idle state after the instruction chain is completed. This strategy enables the energy storage vehicle to achieve a dynamic response closed loop around the clock, avoiding situations where it cannot respond to new tasks due to insufficient power or blindly consumes power when there are no tasks, thus optimizing the availability of energy management and scheduling.

[0024] Based on the same concept, the present invention also provides a dynamic access and multi-mode operation system for autonomous driving mobile energy storage vehicles, comprising: The vehicle-mounted communication module is used to communicate with an external dispatching platform and receive the timing dispatching instruction chain issued by the external dispatching platform; Energy storage converter, used to control the charging and discharging of vehicle batteries; The autonomous driving navigation module is used to plan driving routes and control the vehicle's autonomous driving. The vehicle controller is connected to the vehicle communication module, the energy storage converter and the autonomous driving navigation module respectively. The vehicle controller is configured to execute the dynamic access and multi-mode operation method of the autonomous driving mobile energy storage vehicle as described above.

[0025] Based on the same concept, the present invention also provides a computer-readable storage medium having a computer program or instructions stored thereon, which, when executed by a processor, implements the dynamic access and multi-mode operation method for autonomous driving mobile energy storage vehicles as described above. Attached Figure Description

[0026] To more clearly illustrate the technical solution of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only one embodiment of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a flowchart of the method for dynamic access and multi-mode operation of autonomous driving mobile energy storage vehicles in an embodiment of the present invention; Figure 2 This is a block diagram of the dynamic access and multi-mode operation system for autonomous driving mobile energy storage vehicles in this embodiment of the invention. Detailed Implementation

[0028] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0029] The technical solution of the present invention will be described in detail below with reference to specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments.

[0030] Example 1 Reference Figure 1This embodiment provides a method for dynamic access and multi-mode operation of an autonomous mobile energy storage vehicle. This method is applicable to voltage management and emergency power supply scenarios in distribution transformer areas, and the energy storage vehicle possesses autonomous driving, automatic docking, and multi-mode operation capabilities. Specifically, it includes the following steps; Step S1: The energy storage vehicle receives the timing scheduling instruction chain.

[0031] In this embodiment, the autonomous mobile energy storage vehicle establishes a two-way communication link with an external dispatch platform through its onboard communication module. Based on the power distribution network operating status, transformer voltage prediction data, and emergency power supply needs, the dispatch platform pre-determines and issues a sequence of dispatch instructions to the energy storage vehicle.

[0032] A time-based instruction chain is defined as a set of multiple instruction blocks arranged in chronological order, and each instruction block contains at least the following information: Target area location : Represents geographic coordinates or a unique identifier for a transformer area, used for route planning and autonomous driving navigation.

[0033] Execution power sequence : Represented as a time series ,in Let Δt be the execution power value of the i-th instruction block at time t (positive value indicates power output by the energy storage vehicle, negative value indicates power absorption), and Δt be the scheduling time interval.

[0034] Start time The time point at which the energy storage vehicle should begin executing this instruction block, i.e., the start time of the task time window.

[0035] Stop time The point in time when the energy storage vehicle should stop executing this instruction block is the closing time of the task time window.

[0036] Task type flag It must contain at least two possible values, for example This indicates the conventional voltage management mode. This indicates an emergency supply guarantee mode.

[0037] Execution type flag sequence (Optional): If the power sequence involves alternating positive and negative values, additional flags can be used to indicate whether each moment is a charge or discharge, for example... To absorb power for energy storage vehicles, Output power to the energy storage vehicle; if the positive or negative value of the executed power value already implies the flow direction information, then there is no need to execute the type flag sequence.

[0038] After receiving a complete timing scheduling instruction chain, the vehicle communication module temporarily stores it in the memory of the vehicle controller and numbers the instruction blocks in chronological order so that subsequent steps can process them sequentially.

[0039] It should be noted that the timing scheduling instruction chain issued by the scheduling platform may contain one or more instruction blocks. If the timing scheduling instruction chain is empty, the energy storage vehicle directly enters the idle state; if it is not empty, step S2 and subsequent processes are executed.

[0040] Example: Suppose the scheduling platform issues an instruction chain containing two instruction blocks: Instruction Block 1: Target area A, start time 09:00, stop time 11:00, execute power sequence (dynamically adjusted by access point voltage deviation), task type flag. This refers to voltage management mode.

[0041] Instruction Block 2: Target area B, start time 11:30, stop time 13:00, execute power sequence (constant rated power output from the target area), task type flag. This refers to the emergency supply guarantee model.

[0042] After receiving the energy storage vehicle, it stores and processes the energy in sequence.

[0043] Step S2: Based on the current location of the energy storage vehicle, the current system clock, and the current state of charge, perform feasibility checks on each instruction block in chronological order, and lock the instruction blocks that pass the checks as the current valid tasks.

[0044] After receiving the timing-based scheduling command chain, the vehicle controller obtains the current location of the energy storage vehicle (provided by GPS), the current system clock (provided by the vehicle timing module with millisecond accuracy), and the current state of charge (SOC(t)) (uploaded by the battery management system, BMS). The vehicle controller performs feasibility verification on each command block sequentially according to the time sequence (i.e., the order in which the command block numbers ascend). This verification includes two sub-steps: time feasibility verification and energy feasibility verification.

[0045] The time feasibility verification process specifically includes: For the i-th instruction block to be verified, the vehicle controller first uses electronic map software (built-in offline map or road condition service) to plan the shortest path from the current location of the energy storage vehicle to the target transformer location in the instruction block, and calculates the travel distance of the shortest path. and the corresponding travel time The travel time has taken into account factors such as road speed limits, traffic light waiting times, and typical traffic flow.

[0046] Let the current system clock be The abort time in this instruction block is The preset execution duration threshold is (For example, 15 minutes; this threshold is used to ensure that the vehicle has sufficient time to complete the scheduled task after arrival, avoiding the inability to complete the task due to arriving too late.) The conditions for time feasibility verification are: ,and (1) If equation (1) above is true, the instruction block is determined to have passed the time feasibility check; otherwise, the vehicle controller skips the current instruction block and continues to perform time feasibility checks on the next instruction block (i+1) until the first instruction block that has passed the time check is found or all instruction blocks have been traversed.

[0047] For the i-th instruction block that passes the time feasibility check, the onboard controller further performs an energy feasibility check. The energy feasibility check is based on the following parameters: Current state of charge of energy storage vehicle (Value range 0~1), Battery rated capacity (Unit: kWh), then the current remaining energy is ; driving distance Average energy consumption per unit distance of vehicle (Unit: kWh / km), then the driving energy consumption is: ; Minimum safe state of charge (For example, 10%), the corresponding safe reserve energy is ; Execution power sequence in instruction block and task time window The total energy exchange requirement during mission execution is (Positive values ​​indicate discharge demand, and negative values ​​indicate charging demand).

[0048] The execution type is implicit in the instruction block (which can be determined by the sign of the execution power sequence or by additional execution type flags). (Judgment), energy feasibility verification is divided into two cases: When the energy storage vehicle absorbs power (charges) (i.e.) or ),check: (2) in, A positive value (representing the total energy absorbed). The inequality on the left ensures that the remaining energy after deducting driving energy consumption and safety reserve is non-negative, while the inequality on the right ensures that the remaining usable energy does not exceed the amount of electricity to be absorbed (i.e., it will not overcharge).

[0049] When the energy storage vehicle outputs power (discharges) (i.e.) or ),check: (3) That is, the remaining energy after deducting driving energy consumption and safety reserve must be greater than or equal to the total energy required for discharge.

[0050] If the above corresponding inequalities are true, the instruction block is determined to have passed the energy feasibility check; otherwise, the current instruction block is skipped, and the time feasibility check is performed on the next instruction block (time check is restarted) or the next instruction block is checked directly.

[0051] Once a command block passes both the time feasibility check and the energy feasibility check, the vehicle controller locks the command block as the current valid task and records all its parameters (target station location, start time, end time, task type flag, power sequence, etc.). Subsequently, the vehicle controller proceeds to step S3 to execute the task.

[0052] If no instruction block passes the feasibility check after traversing the entire instruction chain, the energy storage vehicle reports a "no feasible task" status to the scheduling platform and enters the idle processing procedure in step S6.

[0053] Assuming the current time The shortest path distance between the target station location and the current location of the energy storage vehicle in instruction block 1. The corresponding travel time The abort time of this instruction block Preset execution duration threshold (15 minutes). Time feasibility verification: , Therefore, it passed the time feasibility verification.

[0054] Let's assume the current state of charge. Battery rated capacity Average energy consumption per unit distance of vehicle Minimum safe state of charge The driving energy consumption is Safely retain energy as The current remaining energy is After deducting driving energy consumption and safety reserve, the usable energy is 80. 2 10 = 68kWh. If this instruction block is in discharge mode (output power), its task time window... The total discharge requirement within is If 68 ≥ 50, then the energy feasibility check passes. Therefore, this instruction block is locked as the current valid task.

[0055] Step S3: Based on the target substation location and the current location of the energy storage vehicle in the current effective task, plan the driving route and drive the vehicle to the target substation to complete the physical docking and grid connection pre-synchronization between the energy storage vehicle and the target substation, and then close the grid connection contactor.

[0056] After locking the current valid task in step S2, the vehicle controller obtains the target power station location and the optimal path (including travel distance and travel time) planned in step S2 for that task, and sends the path information to the autonomous driving navigation module. The autonomous driving navigation module, with the optimization objective of minimizing travel time and energy consumption, controls the energy storage vehicle to autonomously travel along the planned path to the target power station.

[0057] Once the energy storage vehicle arrives at the target distribution area, the onboard controller activates the visual servo subsystem. The onboard visual recognition module (including at least one camera and an image processor) acquires real-time environmental images of the low-voltage side of the distribution transformer in the area and identifies the position and orientation of the standard access interface using a pre-trained target detection algorithm. This standard access interface has a specific shape, color, or QR code identifier for easy visual recognition.

[0058] Upon successful identification, the vehicle controller utilizes a visual servo control algorithm to dynamically adjust the vehicle's posture and the joint angle of the robotic arm-type vehicle charging gun based on the pose deviation of the standard access interface relative to the vehicle. This ensures precise alignment and physical docking of the charging gun's plug with the standard access interface. After docking, the locking mechanism automatically engages to ensure the stability of the electrical connection.

[0059] After physical connection is completed, the vehicle controller closes the DC-side relay, connecting the energy storage converter to the vehicle battery and initiating the energy storage converter into the grid pre-synchronization phase. The energy storage converter uses voltage and current transformers to collect the voltage amplitude at the transformer substation connection point in real time. ,frequency and phase Simultaneously, the energy storage converter adjusts the voltage amplitude of its output. ,frequency and phase .

[0060] The goal of pre-synchronization is to reduce the deviation between the voltage, frequency, and phase output of the energy storage converter and the corresponding parameters at the transformer substation connection point to within a preset threshold through closed-loop regulation of the energy storage converter. Specifically, the on-board controller continuously determines whether the following conditions are met simultaneously: (4) in, , , These are preset voltage deviation thresholds (e.g., 5% of the rated voltage), frequency deviation thresholds (e.g., 0.1Hz), and phase deviation thresholds (e.g., 5°).

[0061] When the above conditions are met simultaneously, the synchronization condition is considered achieved. The on-board controller sends a closing command to the grid-connected contactor (AC contactor), and the main contacts of the grid-connected contactor close, connecting the AC output terminal of the energy storage converter to the low-voltage power grid of the distribution area. The energy storage vehicle is then officially connected to the grid. At this time, the energy storage vehicle has the ability to exchange power with the distribution area and can respond to the task execution command in step S4 at any time.

[0062] Step S4: Obtain the current system clock and compare it with the start and end times of the current valid task, then execute the grid-connected adaptive power regulation or off-grid voltage control mode.

[0063] After grid connection is completed in step S3 (grid connection contactor is closed), the vehicle controller obtains the current system clock in real time, denoted as... Simultaneously, read the start time of the currently active task. and the time of termination .according to The relationship with the task time window can be handled in three ways: like If the current time is not yet reached, the energy storage vehicle has not yet reached the start time of its current effective task. The onboard controller keeps the energy storage vehicle in standby mode (grid contactor closed, but energy storage converter does not output active power, only maintaining minimum power standby for thermal management and auxiliary equipment), and continuously monitors the system clock. achieve When that happens, it will automatically proceed to the next decision branch.

[0064] If the system clock exceeds the abort time during the waiting period (i.e., the entire task time window has been missed during the waiting process), the process will directly proceed to step S2 to perform a feasibility check on the next instruction block (equivalent to terminating the current task in advance).

[0065] like If the task time window is closed, the currently valid task cannot be executed. The on-board controller immediately terminates the current task: it controls the energy storage converter output power to drop to zero, disconnects the grid-connected contactor from the DC-side relay, controls the robotic arm to retract the charging gun, and disconnects the energy storage vehicle from the target substation. Then, it proceeds to step S2 to perform a feasibility check on the next instruction block in the timing scheduling instruction chain.

[0066] like If so, the current time is within the task time window. The vehicle controller reads the task type flag from the currently active task. The corresponding mode is executed based on its value.

[0067] Mode 1: Voltage management mode ( (Standard mode).

[0068] The onboard controller activates the adaptive power regulation logic based on voltage deviation, and the specific steps are as follows: Real-time acquisition of access point voltage Using the voltage transformers already connected during the grid pre-synchronization phase in step S3 (or directly through the voltage sampling circuit inside the energy storage converter), the voltage amplitude at the distribution area access point is continuously measured. This sampling channel is established and kept open during grid pre-synchronization to monitor the grid status in real time.

[0069] The voltage is compared with a preset acceptable voltage range, and the power is dynamically calculated: the lower limit of the preset acceptable voltage range is... (e.g., 0.93 pu), the upper limit is (e.g., 1.07 pu), the vehicle controller will and The comparisons are made, and the active power output value of the energy storage converter is dynamically calculated according to the following piecewise function. : (5) in, This is the charging regulation coefficient, used to control the charging response intensity when the voltage exceeds the upper limit; This is the discharge regulation coefficient, used to control the discharge response intensity when the voltage exceeds the lower limit; This is the standby power or minimum sustaining power (positive value), representing the minimum power that the energy storage vehicle can absorb from the grid when the voltage is qualified. It is used to maintain the operation of auxiliary equipment such as the battery thermal management system, controller, and communication module.

[0070] when hour, When the value is negative, the energy storage converter executes a rectification and charging strategy, absorbing active power from the grid. This suppresses further voltage increases and utilizes the time period to replenish the vehicle's battery, transforming the charging behavior into a grid regulation service. hour, When the value is positive, the energy storage converter executes the inverter discharge strategy, outputting active power to the distribution area to support voltage recovery; when... At that time, the energy storage converter outputs active power of (i.e., absorption from the power grid) Keep the equipment in hot standby mode and do not actively adjust the voltage.

[0071] After performing the above power adjustment, proceed to step S5 to monitor task termination.

[0072] Mode 2: Emergency Supply Guarantee Mode (Emergency mode).

[0073] The vehicle controller performs the following operations: First, disconnect the grid-connected contactor to electrically isolate the energy storage vehicle from the power grid in the distribution area, preventing backfeeding of power to the faulty line. The control mode of the energy storage converter is switched from current control during grid connection to voltage control. The energy storage converter autonomously establishes voltage and frequency references, and its output voltage... Set as: (6) in, The rated voltage amplitude of the target distribution area, for example, 220V; The rated frequency for the target area, for example, 50Hz; t represents the initial phase, which is usually set to 0; t represents time.

[0074] That is, the voltage amplitude, frequency, and phase output of the energy storage converter are fixed at the rated values ​​of the distribution area and do not change with load fluctuations.

[0075] The energy storage vehicle serves as the main power source for the isolated microgrid, providing continuous and stable power directly to critical loads (such as lighting, communication equipment, and emergency lighting) within the distribution area via a connected robotic arm charging gun. After power supply begins, step S5 is initiated for task termination monitoring.

[0076] Step S5: During the execution of grid-connected adaptive power regulation or off-grid voltage control mode, continuously monitor the current system clock and charge state: if the current time reaches the termination time or the charge state drops to the minimum safe reserve charge state, terminate the task, disconnect the physical connection, and proceed to step S2 to verify the feasibility of the next instruction block.

[0077] In step S4, during the process of the energy storage vehicle executing grid-connected adaptive power regulation (voltage management mode) or off-grid voltage control mode (emergency supply mode) according to the task type flag, the on-board controller continuously monitors two key parameters: the current system clock. and current state of charge The purpose of monitoring is to determine whether the task termination conditions have been met.

[0078] The mission termination conditions include the following two scenarios: Time Termination: Current System Clock Reaching or exceeding the termination time of the current active task ; Energy termination: Current state of charge Reduce to the preset minimum safe state of charge .

[0079] If either of the above two conditions is met, the vehicle controller determines that the current task should be terminated.

[0080] Once the mission is determined to be terminated, the vehicle controller immediately performs the following disconnection and decoupling operations: Power soft shutdown: If the energy storage converter is outputting power (whether it is charging and discharging in grid-connected mode or power supply in off-grid mode), the vehicle controller first controls the energy storage converter to linearly reduce the output power to zero at a preset slope (e.g., 5kW / s) to avoid power surges impacting the grid or load.

[0081] Disconnect the grid-connected contactor: If the grid-connected contactor is in the closed state (usually closed in voltage management mode, and disconnected in emergency power supply mode, but redundant processing is done here), the vehicle controller issues a disconnect command to electrically isolate the energy storage converter from the power grid of the distribution area.

[0082] Disconnect DC-side relay: The vehicle controller disconnects the DC-side relay between the energy storage converter and the vehicle battery, cutting off the battery's energy output.

[0083] Retracting the physical connection device: The vehicle controller controls the robotic arm-type vehicle-mounted charging gun to unlock and retract, separating the charging gun plug from the standard access interface of the substation, thus completing the physical disconnection. Subsequently, the robotic arm retracts to its original position.

[0084] State Reset: Resets the task state machine of the vehicle controller to idle and clears the relevant flags of the current task.

[0085] After completing the above-mentioned off-grid and disconnection operations, the energy storage vehicle has completely detached from the current distribution area. The on-board controller then proceeds to step S2 to verify the feasibility of the next instruction block in the timing scheduling instruction chain. Specifically: If there are still unverified instruction blocks in the instruction chain (i.e., instruction blocks that follow in chronological order), then repeat steps S2 to S5 starting from the first unverified instruction block.

[0086] If all instruction blocks have been verified and there are no instruction blocks that have passed the verification but have not yet been executed, then proceed to step S6 for idle state processing, that is, send an idle message and decide whether to recharge or stop based on the state of charge.

[0087] Step S6: When all instruction blocks in the time-series scheduling instruction chain have completed feasibility verification and there are no instruction blocks that have passed verification but have not yet been executed, the energy storage vehicle sends an idle status message to the external scheduling platform and determines and executes the parking strategy based on the current charge status.

[0088] During the cyclic execution of steps S2 to S5, the on-board controller continuously maintains the status information of the timing scheduling command chain. The energy storage vehicle enters the idle state processing flow when the following two conditions are met: All instruction blocks have been verified: that is, every instruction block in the instruction chain has been verified for feasibility (regardless of whether the verification result is pass or fail), and there are no instruction blocks that have not been verified.

[0089] There are no instruction blocks that have passed the verification but have not yet been executed: that is, all instruction blocks that have passed the feasibility verification have been executed (including normal termination or termination due to timeout / low battery), and there are no remaining valid tasks.

[0090] When the above conditions are met, the vehicle controller performs the following operations: (a) Send an idle status message.

[0091] The onboard controller sends an idle status message to the external dispatch platform via the onboard communication module. This message contains at least the following information: a unique identifier for the energy storage vehicle, its current geographical location (latitude and longitude coordinates), its current state of charge (SOC(t)), its current status flag (idle / standby), and a timestamp.

[0092] The purpose of sending the message is to notify the dispatch platform that the energy storage vehicle currently has no tasks to execute and can receive new dispatch command chains. After the message is sent, the on-board communication module remains in listening mode, ready to receive the next round of timing dispatch command chains issued by the dispatch platform.

[0093] (ii) Determine the parking strategy based on the state of charge.

[0094] The onboard controller reads the current state of charge (SOC(t)) and compares it with the preset minimum safe reserve state of charge (SOC). min A comparison is performed. Based on the comparison results, one of the following two parking strategies is executed: Strategy 1: Automatic navigation and refueling (when...) ).

[0095] If the current state of charge is below the minimum safe reserve state of charge, it means that the remaining power of the energy storage vehicle is insufficient to guarantee the driving energy consumption and execution requirements of the next mission. At this time, the onboard controller executes the following sub-steps: By using the vehicle's navigation electronic map or interacting with the dispatch platform, the system queries the location and availability of the nearest public charging facility (such as a DC fast charging station) to the energy storage vehicle's current location. Aiming for the shortest travel time or lowest energy consumption, it plans a route from the current location to the charging facility. The route information is sent to the autonomous driving navigation module, controlling the energy storage vehicle to autonomously drive to the charging facility. Upon arrival, the energy storage vehicle connects to the charging facility via its onboard charging gun and begins the charging process. During charging, the system continuously monitors the state of charge until a preset target state of charge (e.g., 80% or 100%) is reached, at which point charging automatically stops and the connection is disconnected. After charging is complete, the energy storage vehicle can choose to park locally or return to a designated area according to dispatch instructions, re-entering a floating standby state.

[0096] Strategy 2: Stay in place and float on standby (when...) ).

[0097] If the current state of charge is not lower than the minimum safe reserved state of charge, it means that the energy storage vehicle still has enough energy to respond to subsequent tasks. At this time, the onboard controller performs the following operations: The energy storage vehicle remains stationary, parked in place. The parking location can be near the transformer substation where the task was just completed, a legal roadside parking space, or a pre-designated standby area. It enters a floating standby state: In this state, the main equipment status of the energy storage vehicle is as follows: The autonomous driving navigation module is in sleep mode, but can be quickly woken up; When the energy storage converter is in standby mode, the DC-side relay is disconnected, and charging and discharging are not performed. The vehicle communication module remains online, continuously monitoring for new timing scheduling command chains issued by the external scheduling platform; The vehicle controller enters a low-power monitoring mode, performs regular self-checks, and reports its status.

[0098] Once a new scheduling instruction chain is received, the idle state is immediately exited, and step S2 is initiated to begin a new round of feasibility verification and task execution.

[0099] During the floating standby period, the onboard controller can be configured to periodically (e.g., every 5 minutes) report its status (including location, state of charge, standby duration, etc.) to the dispatch platform so that the platform can monitor the availability of the energy storage vehicle. If the state of charge drops below the state of charge (SOC) during the standby period due to self-discharge or auxiliary equipment consumption... min If so, it will automatically switch to Strategy 1 (energy replenishment).

[0100] Example 2 This embodiment provides a dynamic access and multi-mode operation system for autonomous mobile energy storage vehicles, used to execute the dynamic access and multi-mode operation method for autonomous mobile energy storage vehicles in Embodiment 1 of the present invention. (Refer to...) Figure 2 The system includes the following components: Vehicle-mounted communication module: Employing 4G / 5G cellular communication or Dedicated Short Range Communication (DSRC) technology, this module establishes a bidirectional data link with the external dispatch platform. It receives the timing-based dispatch command chain from the platform and reports the energy storage vehicle's status information (such as geographical location, state of charge, task execution progress, and fault alarms) to the platform in real time. The vehicle-mounted communication module connects to the vehicle controller via a CAN bus or Ethernet to ensure reliable transmission of command chain data.

[0101] Energy storage converter: Utilizing a bidirectional AC / DC converter, its DC side is electrically connected to the vehicle battery, while its AC side is connected to the robotic arm charging gun via a grid-connected contactor. The energy storage converter connects to the vehicle controller via a CAN bus, receiving power commands (including charging / discharging power values ​​and mode switching commands) and providing real-time feedback on operating parameters such as voltage, current, and temperature. In grid-connected mode, it performs rectification (charging) or inversion (discharging) functions; in off-grid mode, it acts as a voltage source, outputting constant voltage and frequency. The energy storage converter integrates voltage, current, and temperature sampling circuits and features overcurrent, overvoltage, and overheat protection.

[0102] Vehicle battery: Lithium iron phosphate or ternary lithium-ion battery pack, rated capacity E cap It can be configured from 100kWh to 500kWh. The battery pack is equipped with a Battery Management System (BMS), which is connected to the vehicle controller via a CAN bus to monitor the individual cell voltage, temperature, and total current in real time, calculate the State of Charge (SOC), and report it to the vehicle controller. The BMS is also responsible for battery balancing, thermal management, and safety protection (such as preventing overcharging and over-discharging).

[0103] The autonomous driving navigation module includes a high-precision differential GPS receiver, an inertial measurement unit (IMU), LiDAR, millimeter-wave radar, and surround-view cameras. Based on the target location issued by the onboard controller and combined with an electronic map, this module plans the optimal driving route (aiming for minimizing the weighted average of time and energy consumption). It connects to the vehicle's drive-by-wire chassis system (including steer-by-wire, brake-by-wire, and drive-by-wire) via a CAN bus, sending commands such as steering angle, braking pressure, and drive torque to achieve autonomous driving. During driving, the module avoids obstacles in real time and adheres to traffic rules to ensure a safe arrival.

[0104] Vehicle-mounted vision recognition module: Includes at least one industrial camera and an image processing unit. When the vehicle arrives at the target distribution area, the camera captures images of the standard access interface on the low-voltage side of the distribution transformer, and uses a deep learning algorithm to identify the interface's location, type, and orientation. The recognition results are sent to the vehicle-mounted controller.

[0105] Robotic arm charging gun: This is a multi-degree-of-freedom electric robotic arm with a charging plug and locking mechanism at its end that conforms to Chinese or European standards. The robotic arm's servo driver connects to the vehicle controller via CAN bus or EtherCAT. Based on visual recognition results, the vehicle controller uses a visual servo control algorithm to calculate the motion trajectory of each joint of the robotic arm, and drives the robotic arm through the driver to precisely dock the charging gun with the standard access interface. After docking is complete, the locking mechanism automatically locks, and the docking status sensor provides a confirmation signal.

[0106] Grid-connected contactor and DC-side relay: The grid-connected contactor is an AC contactor connected in series between the AC output terminal of the energy storage converter and the charging gun; the DC-side relay is connected in series between the DC side of the energy storage converter and the vehicle battery. Both are controlled by the vehicle controller through a digital output port. After physical connection is completed, the vehicle controller first closes the DC-side relay to connect the energy storage converter and the vehicle battery; then it initiates grid-connected pre-synchronization; after the synchronization conditions are met, it closes the grid-connected contactor to complete the formal grid connection. During off-grid switching, the grid-connected contactor is first disconnected; in emergency power supply mode, the DC-side relay remains closed to maintain power supply; after the task is completely terminated, the DC-side relay is then disconnected.

[0107] The vehicle-mounted controller is an embedded computer containing a multi-core ARM or DSP processor, memory (RAM / ROM), and various communication interfaces (CAN, Ethernet, RS485, etc.). The memory stores a computer program, which, when executed by the processor, performs the dynamic access and multi-mode operation method for the autonomous driving mobile energy storage vehicle described in Embodiment 1 of this invention. Specifically, the vehicle-mounted controller implements the following functions: The system analyzes the timing-based scheduling instruction chain, performs feasibility checks (including time and energy checks) on each instruction block in chronological order, and locks in the currently valid task; it calls the autonomous driving navigation module to plan the path and drive to the target power station area; it controls the onboard vision recognition module and the robotic arm to complete the physical docking of the energy storage vehicle with the target power station area; it controls the grid-connected contactor, DC-side relay, and energy storage converter to complete grid-connected pre-synchronization and formal grid connection; based on the task type flag, it performs segmented power regulation based on voltage deviation in voltage management mode, and switches to off-grid voltage source control in emergency supply mode; it continuously monitors the system clock and charge status, and executes off-grid disconnection and rotation to the next instruction block when the termination conditions are met; when there are no remaining tasks, it reports the idle status through the onboard communication module and decides to replenish energy or park locally based on the charge status.

[0108] Auxiliary systems: The energy storage vehicle also includes a thermal management system (for cooling the battery and inverter), which is connected to the on-board controller via a CAN bus and automatically starts or stops the cooling fan or compressor based on temperature thresholds; a low-voltage auxiliary power supply (DC / DC converter) draws power from the on-board battery to provide a stable 12V / 24V power supply for all controllers, sensors, and communication modules; and a human-machine interface (touchscreen) is connected to the on-board controller via Ethernet or RS232 for local debugging, status display, and emergency manual operation.

[0109] The specific workflow of this invention is as follows: The dispatch platform issues a command chain → the vehicle communication module receives the command → the vehicle controller verifies and locks the task → the autonomous driving navigation module drives the vehicle to the target area → visual recognition and the robotic arm complete physical docking → the DC side relay is closed → grid connection pre-synchronization → the grid connection contactor is closed → voltage management or emergency power supply is performed according to the task type → termination conditions are monitored → disconnection from the grid (first disconnect the grid connection contactor, then disconnect the DC side relay) → the next task is rotated or the system enters idle replenishment / standby mode.

[0110] The above modules work together to enable energy storage vehicles to move between different distribution areas without fixed sites and to switch autonomously between normal and emergency modes, effectively improving the automation level and operational efficiency of distribution network voltage management and emergency supply.

[0111] Although not shown, embodiments of the present invention also provide a computer-readable storage medium storing a computer program or instructions thereon, which, when executed by a processor, implements the method for dynamic access and multi-mode operation of an autonomous mobile energy storage vehicle in embodiments of the present invention.

[0112] Readable storage media include both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0113] The above description only discloses specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or modifications that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for dynamic access and multi-mode operation of an autonomous driving mobile energy storage vehicle, characterized in that, The method includes: Step S1: The energy storage vehicle receives a time-series scheduling instruction chain, which is a set of multiple instruction blocks arranged in chronological order; Step S2: Based on the current location of the energy storage vehicle, the current system clock, and the current state of charge, perform feasibility checks on each instruction block in chronological order, and lock the instruction blocks that pass the checks as the current valid tasks; Step S3: Based on the target area location in the current effective task and the current location of the energy storage vehicle, plan the driving route, drive the vehicle to the target area, complete the physical docking and grid connection pre-synchronization between the energy storage vehicle and the target area, and then close the grid connection contactor; Step S4: Obtain the current system clock and compare it with the start and end times of the currently active tasks: If the current time is earlier than the starting time, then wait until the starting time is reached; If the current time is later than the abort time, the task is terminated, the physical docking is terminated, and the process proceeds to step S2 to verify the feasibility of the next instruction block. If the current time is between the start and stop times, then execution will proceed according to the task type flag: When in voltage management mode, the charging and discharging power of the energy storage vehicle is dynamically adjusted according to the voltage deviation at the access point, and grid-connected adaptive power adjustment is performed, then proceed to step S5; When in emergency supply mode, disconnect the grid-connected contactor and switch to off-grid voltage control mode, that is, the energy storage vehicle autonomously establishes voltage and frequency references to supply power to the load in the target area, and proceed to step S5; Step S5: During the execution of grid-connected adaptive power regulation or off-grid voltage control mode, continuously monitor the current system clock and state of charge: if the current time reaches the termination time or the state of charge drops to the minimum safe reserve state, terminate the task, disconnect the physical connection, and proceed to step S2 to verify the feasibility of the next instruction block; The feasibility of the instruction block is verified, including: For each instruction block, the shortest path from the current location of the energy storage vehicle to the target station location in the instruction block is planned using an electronic map, and the travel distance and travel time are calculated. Perform a time feasibility check on the instruction block: if ,and ,in, For the current moment, The travel time corresponding to the i-th instruction block. Let be the abort time in the i-th instruction block. If the execution duration threshold is preset, then the time feasibility check is passed; otherwise, the feasibility check is performed on the next instruction block. An energy feasibility check is performed on the instruction block that passes the time feasibility check: Based on the current state of charge of the energy storage vehicle, the rated capacity of the battery, the driving distance, the average driving energy consumption per unit mileage, the minimum safe reserve state of charge, and the execution power sequence and task time window in the instruction block, it is determined whether the current remaining energy, after deducting the driving energy consumption and the safe reserve energy, meets the energy exchange requirements during the execution of the task in the instruction block; if it does, the energy feasibility check is passed; otherwise, the feasibility check is performed on the next instruction block.

2. The method for dynamic access and multi-mode operation of autonomous mobile energy storage vehicles according to claim 1, characterized in that, The energy feasibility verification specifically includes: When the energy storage vehicle absorbs power, it is checked whether the following conditions are met: ； When the energy storage vehicle outputs power, does the following condition need to be met? ； in, This refers to the current state of charge of the energy storage vehicle. The rated capacity of the battery in the energy storage vehicle; This refers to the distance traveled. The average energy consumption coefficient per unit distance of vehicle driving; To maintain the minimum safe state of charge; Let be the execution power at time t in the i-th instruction block. A positive value indicates the power emitted by the energy storage vehicle, and a negative value indicates the power absorbed. This is the start time in the i-th instruction block; This is the abort time in the i-th instruction block; For time intervals.

3. The method for dynamic access and multi-mode operation of autonomous driving mobile energy storage vehicles according to claim 1, characterized in that, Complete the physical docking and grid pre-synchronization between the energy storage vehicle and the target distribution area, and then close the grid connection contactor, including: After the energy storage vehicle arrives at the target area, it uses the on-board vision recognition module to identify the standard access interface installed on the low-voltage side of the distribution transformer in the target area, and adjusts the vehicle posture and the robotic arm-type on-board charging gun through the visual servo control algorithm to physically connect with the standard access interface. After docking is completed, the energy storage converter is started to enter the grid connection pre-synchronization stage: the voltage, frequency, and phase of the access point are collected in real time, and the voltage, frequency, and phase of the energy storage converter output are adjusted; when the following synchronization conditions are met, the energy storage converter is controlled to close the grid connection contactor to complete the formal grid connection: ； in, , , These represent the voltage, frequency, and phase output of the energy storage converter, respectively. , , These are the voltage, frequency, and phase at the connection point, respectively. , , These are the preset voltage deviation threshold, frequency deviation threshold, and phase deviation threshold, respectively.

4. The method for dynamic access and multi-mode operation of autonomous driving mobile energy storage vehicles according to claim 1, characterized in that, The charging and discharging power of the energy storage vehicle is dynamically adjusted based on the voltage deviation at the access point, and grid-connected adaptive power adjustment is performed, including: The voltage at the access point is collected in real time and compared with the preset acceptable voltage range; Based on the comparison results, the active power output value of the energy storage converter is dynamically calculated using the following piecewise function: ； in, This represents the active power output value of the energy storage converter. Voltage at the connection point; This is the upper limit of the acceptable voltage range; This is the lower limit of the acceptable voltage range; This refers to the charging regulation coefficient; This is the discharge regulation coefficient; This refers to the standby power or minimum sustaining power.

5. The method for dynamic access and multi-mode operation of autonomous driving mobile energy storage vehicles according to claim 1, characterized in that, In the off-grid voltage control mode, the output voltage of the energy storage converter is: ； in, This is the output voltage of the energy storage converter; The rated voltage amplitude of the target distribution area; The rated frequency for the target distribution area; t represents the initial phase; t represents time.

6. The method for dynamic access and multi-mode operation of an autonomous mobile energy storage vehicle according to any one of claims 1 to 5, characterized in that, The method further includes: When all instruction blocks in the timing scheduling instruction chain have completed feasibility verification and there are no instruction blocks that have passed verification but have not yet been executed, the energy storage vehicle sends an idle status message to the external scheduling platform and determines the parking strategy based on the current charge state: If the current state of charge is less than the minimum safe reserve state of charge, the energy storage vehicle will automatically navigate to the nearest public charging facility for recharging; otherwise, the energy storage vehicle will remain parked at its current location and enter a floating standby state, continuously waiting to receive new timing scheduling command chains.

7. A dynamic access and multi-mode operation system for an autonomous driving mobile energy storage vehicle, characterized in that, The system includes: The vehicle-mounted communication module is used to communicate with an external dispatching platform and receive the timing dispatching instruction chain issued by the external dispatching platform; Energy storage converter, used to control the charging and discharging of vehicle batteries; The autonomous driving navigation module is used to plan driving routes and control the vehicle's autonomous driving. The vehicle controller is connected to the vehicle communication module, the energy storage converter and the autonomous driving navigation module respectively. The vehicle controller is configured to execute the method for dynamic access and multi-mode operation of autonomous driving mobile energy storage vehicle as described in any one of claims 1 to 6.

8. A computer-readable storage medium having a computer program or instructions stored thereon, characterized in that, When the computer program or instructions are executed by the processor, they implement the method for dynamic access and multi-mode operation of an autonomous mobile energy storage vehicle as described in any one of claims 1 to 6.

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