Hydrogen network layout optimization method and system based on big data

Abstract

This application provides a method and system for optimizing the layout of hydrogen refueling networks based on big data, relating to the field of hydrogen refueling station planning technology. This application acquires the vehicle-end driving trajectory of hydrogen fuel cell vehicles, the hydrogen pressure reduction at the vehicle end, and the hydrogen production rate of local hydrogen production plants to calculate the node hydrogen consumption equivalent for each road segment node; performs road segment blocking operations on the physical road network according to hazardous chemical prohibition rules to generate a hydrogen transportation road network; takes the local hydrogen production plant as the starting node, performs capacity attenuation calculations outward along the hydrogen transportation road network based on the plant's hydrogen production rate, and outputs the node hydrogen supply equivalent for each road segment node; spatially superimposes and cancels the node hydrogen consumption equivalent with the node hydrogen supply equivalent, locks the target road segment node that meets the first preset condition, performs spatial correction, and outputs the station deployment coordinates. This invention can automatically generate hydrogen refueling station site selection coordinates based on the spatiotemporal matching relationship between actual vehicle-end hydrogen consumption and local hydrogen supply, improving the rationality and operational efficiency of the hydrogen refueling network layout.

Description

Technical Field

[0001] This application relates to the field of hydrogen refueling station planning technology, and in particular to a method and system for optimizing the layout of hydrogen refueling networks based on big data. Background Technology

[0002] With the gradual advancement of the hydrogen energy industry and the mass deployment of hydrogen fuel cell vehicles in public transportation, logistics, and heavy trucks, hydrogen refueling stations, serving as the energy replenishment infrastructure for these vehicles, are being built in clusters across multiple city clusters and industrial parks. The rational spatial layout of hydrogen refueling stations directly impacts several aspects, including the actual operating efficiency of hydrogen fuel cell vehicles, the cost of hydrogen transportation for long-tube trailers, and urban hazardous chemical traffic safety. Therefore, how to scientifically plan the deployment locations of hydrogen refueling stations has become a critical issue that urgently needs to be addressed in the implementation of the hydrogen energy industry chain.

[0003] Existing hydrogen refueling station layout planning schemes typically draw on the site selection approach of traditional gas stations. They score and rank static geographical factors such as administrative divisions, population density, land use, and road network density, and then planners manually select several candidate plots within high-scoring areas as refueling station locations. For example, some schemes use multi-criteria decision-making models to assign weighted scores to several candidate plots, recommending the highest-scoring plots as refueling station locations. Other schemes utilize the spatial overlay analysis function of geographic information systems, performing simple layer overlays of population, road network, and land use layers, and manually marking refueling station locations within areas that meet land use and distance restrictions.

[0004] However, as a hazardous chemical infrastructure, the layout and planning of hydrogen refueling stations differ significantly from that of traditional gas stations. First, hydrogen supply is highly dependent on local hydrogen production plants or centralized hydrogen production centers. The journey from the plant to the refueling station requires road transport via long-tube trailers along specific routes. Due to regulations prohibiting the use of hazardous chemicals, many municipal roads do not allow long-tube trailers, making traditional simple layer-by-layer schemes inadequate to reflect the true accessibility of the transportation network. Second, the actual hydrogen demand of hydrogen fuel cell vehicles is closely related to vehicle trajectories. If hydrogen refueling station locations are selected solely based on static indicators such as population density and vehicle ownership, the true spatial distribution of hydrogen consumption cannot be accurately reflected. Third, the production capacity of hydrogen production plants and the carrying capacity of long-tube trailers decrease with increasing transport distance. Traditional multi-criteria scoring models do not consider the attenuation effect of supply-side capacity with distance, potentially leading to insufficient hydrogen supply for some remote refueling stations after actual operation. The above factors together make it difficult for the existing hydrogen refueling station layout plan to meet the high matching requirements of hydrogen fuel cell vehicle operation for the hydrogen refueling network. There is still considerable room for improvement in the actual utilization rate of hydrogen refueling stations and the overall efficiency of the hydrogen supply chain. Summary of the Invention

[0005] To address the problems existing in the prior art, the purpose of this application is to provide a method and system for optimizing the layout of hydrogen refueling networks based on big data. By spatiotemporally registering the vehicle-end driving trajectory of hydrogen fuel cell vehicles with the reduction in hydrogen pressure at the vehicle end, the spatial distribution of hydrogen demand is accurately characterized. Furthermore, by combining the production capacity of local hydrogen production plants with the capacity decay law of the hydrogen transportation network, the spatial distribution of hydrogen supply capacity is characterized. Finally, by superimposing and offsetting the spatial supply and demand, the deployment coordinates of hydrogen refueling stations that take into account both actual hydrogen demand and available hydrogen transportation capacity are automatically generated.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: The system acquires the vehicle-side driving trajectory and hydrogen pressure reduction of hydrogen fuel cell vehicles, and obtains the hydrogen production rate of local hydrogen production plants. The vehicle-end driving trajectory and the vehicle-end hydrogen pressure reduction are spatiotemporally registered to calculate the node hydrogen consumption equivalent corresponding to each road segment node in the physical road network. Based on the preset hazardous chemical prohibition rules, road segment blocking operations are performed on the physical road network to generate a hydrogen transportation road network that allows long-tube trailers to pass; Taking the local hydrogen production plant as the starting node, the capacity attenuation calculation is performed outward along the hydrogen transportation road network based on the hydrogen production rate of the plant, and the node hydrogen supply equivalent of each road segment node in the hydrogen transportation road network is output. The hydrogen consumption equivalent of the node is spatially superimposed and canceled out with the hydrogen supply equivalent of the node, and the target road segment node that meets the first preset condition is locked. The target road segment node is spatially corrected according to the preset land occupation safety boundary, and the site deployment coordinates for guiding the site infrastructure are output.

[0007] Optionally, the vehicle-end driving trajectory and hydrogen pressure reduction of the hydrogen fuel cell vehicle are obtained, as well as the hydrogen production rate of the local hydrogen production plant, including: The latitude and longitude positioning points are continuously read from the vehicle communication module, and the latitude and longitude positioning points are connected in chronological order to form the vehicle's driving trajectory. Extract the internal pressure values ​​of the hydrogen storage container corresponding to the set of latitude and longitude positioning points; The pressure values ​​at the beginning and end of the hydrogen storage container within a preset range are selected. The pressure drop is obtained by subtracting the pressure values ​​at the beginning and end of the container. The pressure drop is then used as the hydrogen pressure reduction at the vehicle end. The dynamic flow rate value of the liquid outlet valve of the local hydrogen production plant is retrieved, and the dynamic flow rate value is integrated within a set unit time interval to output the hydrogen production rate of the plant.

[0008] Optionally, the vehicle's driving trajectory and the vehicle's hydrogen pressure reduction are spatiotemporally registered to calculate the nodal hydrogen consumption equivalent corresponding to each road segment node in the physical road network, including: The physical road network is cut into multiple independent physical road segments according to a preset physical distance interval, and the geometric center point of the physical road segment is marked as the road segment node; Project the vehicle's driving trajectory onto the physical road segment in the physical coordinate system, and filter out the set of associated road segments that spatially overlap with the vehicle's driving trajectory; The hydrogen pressure reduction at the vehicle end is numerically divided according to the length ratio of each road segment in the associated road segment set, and the local pressure loss value allocated to each associated road segment is calculated. Based on the set pressure and gas volume conversion coefficient, the local pressure loss value is equivalently converted into physical volume consumption. The physical volume consumption of multiple nodes belonging to the same road segment is numerically summed to output the hydrogen equivalent of the node consumption.

[0009] Optionally, the vehicle-end hydrogen pressure reduction is numerically divided according to the length ratio of each road segment in the associated road segment set, and the local pressure loss value allocated to each of the associated road segments is calculated, including: Extract the motion direction angle between adjacent positioning points in the vehicle's driving trajectory, and extract the road direction angle of the associated road segment; Calculate the angle difference between the motion direction angle and the road direction angle, and identify and remove associated road segments whose angle difference is greater than a preset rejection threshold as abnormal associated road segments. Summarize the total effective trajectory length of the vehicle's driving trajectory after removing the abnormal associated road segments; Calculate the ratio of the physical length of a single associated road segment to the total length of the effective trajectory, and multiply the ratio by the hydrogen pressure reduction at the vehicle end to obtain the local pressure loss value allocated to the single associated road segment.

[0010] Optionally, based on preset hazardous chemical traffic restrictions, road segment blocking operations are performed on the physical road network to generate a hydrogen transport road network that allows long-tube trailers to pass, including: Read the restricted geographical fence boundaries recorded in the hazardous chemicals prohibition rules; The directional coordinates of the physical road network are compared with the boundary of the restricted geographic fence in a two-dimensional plane. Overlapping road segments that fall within the boundary of the restricted geofence, as well as surrounding road segments extending outward from the overlapping road segments at a set buffer distance, are collectively marked as prohibited road segments. The prohibited road sections are disconnected from the topological connectivity of the physical road network, and the remaining set of roads that maintain physical connectivity is output as the hydrogen transportation road network.

[0011] Optionally, taking the local hydrogen production plant as the starting node, a capacity attenuation calculation is performed outward along the hydrogen transportation road network based on the plant's hydrogen production rate, outputting the node hydrogen supply equivalent for each road segment node in the hydrogen transportation road network, including: Read the maximum single-trip carrying capacity of the long-tube trailer, divide the hydrogen production rate of the plant area by the maximum single-trip carrying capacity, and deduce the number of departures within the specified period. Along the extended route of the hydrogen transport road network, the physical road length from the starting node to the current road segment node is accumulated one by one to obtain the driving mileage of the long-tube trailer. By multiplying the mileage by a preset vehicle fuel consumption conversion factor, the capacity loss variable in the transportation physical process is derived. Subtracting the capacity loss variable from the single-trip carrying capacity limit, the remaining unloadable capacity of the long-tube trailer when it arrives at the current road segment node is obtained. Multiply the remaining unloadable capacity by the number of departures to obtain the node hydrogen supply equivalent for the corresponding road segment node.

[0012] Optionally, the hydrogen equivalent consumed by the node is spatially superimposed and canceled out with the hydrogen equivalent supplied by the node to lock the target road segment node that meets the first preset condition. Spatial correction is performed on the target road segment node according to the preset land occupation safety boundary, and the site deployment coordinates for guiding site infrastructure are output, including: In the same three-dimensional coordinate system, the hydrogen consumption equivalent of the node is subtracted from the hydrogen supply equivalent of the node in the same road segment to output a local supply-demand difference that characterizes the supply gap. Select road segment nodes where the local supply-demand difference is greater than zero, arrange the selected road segment nodes in descending order of the local supply-demand difference, and select the first road segment node as the target road segment node. Extract the building boundary lines around the target road segment node, and calculate the physical straight-line distance between the target road segment node and the building boundary lines. When the physical straight-line distance is less than the land occupation safety boundary, the target road segment node is translated along the geometric normal direction away from the building red line boundary until it reaches a position greater than the land occupation safety boundary, and the coordinates of the translated position are established as the site deployment coordinates.

[0013] Secondly, this application provides a hydrogen refueling network layout optimization system based on big data, comprising: The acquisition module is used to acquire the vehicle-side driving trajectory and vehicle-side hydrogen pressure reduction of hydrogen fuel cell vehicles, and to acquire the hydrogen production rate of local hydrogen production plants. The conversion module is used to perform spatiotemporal registration of the vehicle-end driving trajectory and the vehicle-end hydrogen pressure reduction, and to calculate the node hydrogen consumption equivalent corresponding to each road segment node in the physical road network. The execution module is used to perform road segment blocking operations on the physical road network according to the preset hazardous chemical prohibition rules, and generate a hydrogen transportation road network that allows long-tube trailers to pass. The first output module is used to take the local hydrogen production plant as the starting node, perform a capacity attenuation calculation along the hydrogen transportation road network according to the hydrogen production rate of the plant, and output the node hydrogen supply equivalent of each road segment node in the hydrogen transportation road network. The second output module is used to spatially superimpose and cancel the hydrogen equivalent of the node's hydrogen consumption and the hydrogen equivalent of the node, lock the target road segment node that meets the first preset condition, perform spatial correction on the target road segment node according to the preset land occupation safety boundary, and output the site deployment coordinates for guiding the site infrastructure.

[0014] Thirdly, this application provides a computing device, including a processing component and a storage component; the storage component stores one or more computer instructions; the one or more computer instructions are to be invoked and executed by the processing component to implement a hydrogen refueling network layout optimization method based on big data as described in the first aspect above.

[0015] Fourthly, this application provides a computer storage medium storing a computer program, which, when executed by a computer, implements a hydrogen refueling network layout optimization method based on big data as described in the first aspect.

[0016] This application, by spatiotemporally registering the massive driving trajectories of hydrogen fuel cell vehicles with the hydrogen pressure reduction at the vehicle end, can directly deduce the actual hydrogen equivalent distribution of each road segment node in the physical road network from the actual hydrogen consumption behavior at the vehicle end. This makes the characterization of the demand side no longer dependent on indirect static indicators such as population density and vehicle ownership, and fundamentally solves the problem of spatial misalignment between the location of hydrogen refueling stations based on static geographical factor scoring and the actual hydrogen demand. Furthermore, this application generates a dedicated hydrogen transport road network for long-tube trailers by introducing hazardous chemical prohibition rules to perform road segment blocking operations on the physical road network. It also performs capacity attenuation calculations along this hydrogen transport road network with the local hydrogen production plant as the starting node to characterize the true accessibility of the hydrogen supply side. This avoids the problem of overestimating the remote hydrogen refueling capacity when all municipal roads are regarded as passable roads, and ensures that the spatial distribution of hydrogen supply equivalent strictly corresponds to the actual reachable channels of long-tube trailers. Furthermore, this application achieves spatial superposition and offsetting of the hydrogen consumption equivalent and the hydrogen supply equivalent of the nodes in the same coordinate system, and performs spatial correction on the nodes of the target road segment using the land safety boundary. This ensures that the final output site deployment coordinates can accurately hit the location with the largest supply and demand gap, while also meeting the safety distance requirements of hazardous chemical infrastructure for the surrounding building red lines. Overall, this improves the rationality, safety, and operational efficiency of the hydrogen refueling network layout plan.

[0017] These or other aspects of this application will become more apparent in the following description of the embodiments. Attached Figure Description

[0018] 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 accompanying 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.

[0019] Figure 1 A flowchart illustrating a method for optimizing hydrogen refueling network layout based on big data, provided in an embodiment of this application; Figure 2 A schematic diagram illustrating the principle of the spatiotemporal registration process between the vehicle's driving trajectory and the physical road network provided in this application embodiment; Figure 3 A schematic diagram illustrating the process of generating a hydrogen transport road network based on hazardous chemical prohibition rules, provided in this application embodiment; Figure 4 A schematic diagram illustrating the principle of performing capacity attenuation calculation along the hydrogen transportation road network with the hydrogen production plant as the starting node, as provided in the embodiments of this application; Figure 5 A schematic diagram illustrating the process of spatial superposition and cancellation of node hydrogen consumption equivalent and node hydrogen supply equivalent, and the execution of spatial correction, provided in an embodiment of this application. Figure 6 This is a schematic diagram of a hydrogen refueling network layout optimization system based on big data, provided as an embodiment of this application. Detailed Implementation

[0020] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0021] To facilitate understanding of the embodiments of this application, some non-publicly known terms involved in this application will be briefly explained first.

[0022] Hydrogen fuel cell vehicles are motor vehicles that use hydrogen as their onboard energy source and convert hydrogen energy into vehicle power through hydrogen fuel cells or hydrogen internal combustion engines. Examples include hydrogen buses, hydrogen logistics vehicles, and hydrogen heavy trucks. During operation, they continuously consume high-pressure hydrogen in the hydrogen storage container.

[0023] The vehicle-side driving trajectory refers to the continuous path that a hydrogen fuel cell vehicle actually travels in the physical world. In this application, it is formed by connecting latitude and longitude positioning points collected by the vehicle-mounted communication module at fixed time intervals in chronological order.

[0024] The hydrogen pressure reduction at the vehicle end refers to the decrease in hydrogen pressure in the on-board hydrogen storage container of a hydrogen fuel cell vehicle during a continuous driving period. It can directly reflect the actual hydrogen consumption scale during that driving period and is the core data source for this application to depict the spatial distribution of hydrogen demand.

[0025] Local hydrogen production plants refer to industrial plants located within a planned area that continuously produce hydrogen through methods such as water electrolysis, coal gasification, or industrial by-product hydrogen. They are the source nodes for hydrogen supply in the hydrogen refueling network.

[0026] The road segment node is an equally spaced spatial node formed by discretizing the continuous physical road network in this application. Each road segment node represents the geometric center of its physical road segment and is used to carry spatial attributes such as hydrogen consumption equivalent and hydrogen supply equivalent.

[0027] The hydrogen consumption equivalent at a node refers to the volumetric equivalent of hydrogen consumption belonging to a certain road segment node. It is obtained by summing the hydrogen pressure reduction at the vehicle end after spatiotemporal registration and pressure-volume conversion, and reflects the actual hydrogen demand intensity in the area surrounding the node.

[0028] The hydrogen supply equivalent at a node refers to the volume of hydrogen that can be supplied when a long-tube trailer travels from a local hydrogen production plant to a node along the hydrogen transport network, reflecting the actual unloading capacity of the long-tube trailer at that node location.

[0029] The hydrogen transport road network refers to the set of roads remaining after removing hazardous chemical prohibited sections from the original physical road network, which allow long-tube trailers to legally pass. It is the basis for this application to characterize the accessibility of hydrogen supply.

[0030] Long-tube trailers are vehicles specifically designed for transporting hazardous chemicals such as high-pressure gaseous hydrogen. Their cargo compartments consist of several long-tube hydrogen storage cylinders, and their single-trip carrying capacity is subject to a fixed upper limit due to the vehicle's weight and road regulations.

[0031] The site safety boundary refers to the minimum physical distance that facilities such as hydrogen refueling stations should maintain between the red line of surrounding buildings, in accordance with the safety regulations for hazardous chemical infrastructure. It is the basis for spatial correction of the site deployment coordinates in this application.

[0032] Figure 1 This is a flowchart illustrating a method for optimizing hydrogen refueling network layout based on big data, provided as an embodiment of this application. Figure 1 As shown in the figure, the hydrogen refueling network layout optimization method based on big data provided in this application includes steps S100 to S500. The steps are described in detail below with reference to the accompanying drawings.

[0033] Step S100: Obtain the vehicle-side driving trajectory and vehicle-side hydrogen pressure reduction of the hydrogen fuel cell vehicle, and obtain the hydrogen production rate of the local hydrogen production plant.

[0034] In this step, the vehicle's driving trajectory and the reduction in hydrogen pressure at the vehicle constitute two types of basic data that characterize the spatial distribution of actual hydrogen demand within the planned area, while the hydrogen production rate at the plant constitutes the source data that characterizes the scale of hydrogen supply. Together, these three provide a data foundation for subsequent supply and demand matching and node site selection.

[0035] Specifically, the process of acquiring the vehicle's driving trajectory is as follows: The vehicle communication module continuously reads a set of latitude and longitude positioning points, and connects these points in chronological order to form the vehicle's driving trajectory. The vehicle communication module can be, for example, a vehicle terminal integrating a BeiDou or GPS positioning chip and a 4G or 5G wireless communication module. It actively collects the vehicle's current location's latitude, longitude, and corresponding timestamp at a fixed sampling period, and uploads this data to a cloud server via a wireless communication link. The fixed sampling period can be, for example, set to 1 second. The specific sampling period can be set according to the planning accuracy requirements and communication bandwidth. For urban expressway scenarios, the sampling period can be appropriately shortened to improve trajectory mapping accuracy; for long-distance trunk road scenarios, the sampling period can be appropriately extended to reduce data redundancy.

[0036] The process of obtaining the hydrogen pressure reduction at the vehicle end is as follows: First, extract the internal pressure values ​​of the hydrogen storage containers corresponding to the set of latitude and longitude positioning points. The internal pressure values ​​of the hydrogen storage containers are measured in real time by high-pressure sensors installed on the hydrogen storage cylinders of hydrogen fuel cell vehicles, and uploaded to the cloud server after strictly aligning their timestamps with each latitude and longitude positioning point. Second, extract the first and last pressure values ​​of the hydrogen storage container internal pressure values ​​within a preset range. The preset range can be set as a continuous driving segment with pressure drop (i.e., excluding abnormal segments such as stopping for hydrogen refueling or empty driving, only retaining effective driving segments with monotonous pressure drop). The specific threshold of the preset range can be determined according to the rated working pressure of the vehicle model. For example, for a 35MPa-class hydrogen fuel cell bus, the preset range can be set as a lower limit pressure of 5MPa and an upper limit pressure of 35MPa. Then, subtract the first pressure value from the last pressure value to obtain the pressure drop amplitude, and use the pressure drop amplitude as the hydrogen pressure reduction at the vehicle end. This processing method can effectively shield the interference of non-hydrogen-consuming periods such as hydrogen refueling and parking to the hydrogen consumption statistics, so that the hydrogen pressure reduction at the vehicle end can truly reflect the actual hydrogen consumption of hydrogen fuel cell vehicles.

[0037] The process of obtaining the hydrogen production rate in the plant area is as follows: First, the dynamic flow rate value of the liquid outlet valve of the local hydrogen production plant is retrieved. This dynamic flow rate value is measured in real time by a high-precision gas flow meter installed at the hydrogen outlet valve of the local hydrogen production plant. Second, the dynamic flow rate value is integrated over a set unit time interval to output the plant's hydrogen production rate. This unit time interval can be set, for example, to 1 hour or 1 day, and the specific value can be set according to the time granularity of the planning and evaluation. The integration operation can be implemented, for example, using the trapezoidal integral method or the Simpson integral method, and its discrete calculation formula can be expressed, for example, as follows: ,in For the hydrogen production rate in the plant area, For the first The instantaneous flow velocity at each sampling time. The sampling interval of the flow meter. This represents the number of sampling points within a unit time interval. Integration can smooth the instantaneous flow velocity data into a stable supply value reflecting the average production capacity of the plant, avoiding the interference of instantaneous fluctuations on subsequent site selection decisions.

[0038] Step S200: The vehicle-end driving trajectory and the vehicle-end hydrogen pressure reduction are spatiotemporally registered to calculate the node hydrogen consumption equivalent corresponding to each road segment node in the physical road network.

[0039] Considering that the hydrogen pressure reduction at the vehicle end is the total pressure drop accumulated during a continuous journey, and it does not specify the exact spatial distribution of hydrogen consumption within the physical road network, directly using the endpoints of the vehicle's trajectory as the hydrogen consumption location would lose information on the hydrogen consumption contribution of each road segment along the route, thus failing to accurately characterize the hydrogen consumption intensity at each location within the road network. Therefore, this step maps the entire hydrogen pressure reduction precisely to each road segment node along the route by distributing the vehicle's trajectory according to physical road segments. The following section combines... Figure 2 Please provide a detailed explanation.

[0040] Figure 2 This is a schematic diagram illustrating the principle of the spatiotemporal registration process between the vehicle's driving trajectory and the physical road network, as provided in an embodiment of this application. Figure 2 As shown, the original physical road network is divided into multiple independent physical road segments by the road network cutting module 201 according to a preset physical distance interval, and the geometric center point of each segment is marked as a road segment node. The vehicle's driving trajectory and each physical road segment are input to the trajectory projection module 202. The trajectory projection module 202 filters out the set of associated road segments that spatially overlap with the vehicle's driving trajectory. The set of associated road segments, together with the vehicle's hydrogen pressure reduction, is input to the pressure drop sharing module 203. In the pressure drop sharing module 203, the local pressure loss value is obtained by numerically splitting according to the length ratio of each associated road segment. The local pressure loss value is further input to the volume conversion module 204, which converts it into physical volume consumption according to the preset pressure and gas volume conversion coefficient. Finally, the node accumulation module 205 accumulates the multiple physical volume consumption values ​​belonging to the same road segment node and outputs the node hydrogen equivalent.

[0041] Specifically, this step of converting node hydrogen equivalent includes: firstly, dividing the physical road network into multiple independent physical road segments according to a preset physical distance interval, and marking the geometric center point of each physical road segment as a road segment node. The physical distance interval can be set to, for example, 500 meters. The specific value can be adjusted according to the service radius of the hydrogen refueling station. For urban areas with high road network density, the physical distance interval can be appropriately reduced; for suburban areas or highway scenarios, the physical distance interval can be appropriately increased, ensuring that the total number of road segments after division matches the computational resources.

[0042] Next, the vehicle's driving trajectory is projected onto the physical road segments in a physical coordinate system, and a set of associated road segments that spatially overlap with the vehicle's driving trajectory is selected. This projection process can be achieved, for example, by finding the nearest road segment in the physical road network for each trajectory point and calculating the vertical distance from the point to the road segment. When the vertical distance is less than a preset projection tolerance threshold (e.g., 20 meters, the specific threshold can be set according to the accuracy of the vehicle's GPS positioning), the trajectory point is considered to have been projected onto the corresponding physical road segment. All projected physical road segments are then aggregated to form a set of associated road segments.

[0043] Next, the hydrogen pressure reduction at the vehicle end is numerically divided according to the length ratio of each road segment in the set of associated road segments, and the local pressure loss value allocated to each of the associated road segments is calculated. This sub-process is described in detail below.

[0044] Since the actual hydrogen consumption of a vehicle on different road segments is generally positively correlated with the distance it travels on those segments, this application uses a length-based allocation method to distribute the hydrogen pressure reduction across the associated road segments. However, considering that some associated road segments may only be adjacent segments that the vehicle briefly passes through (i.e., due to GPS positioning drift or intersection turns, the vehicle's trajectory is unexpectedly projected onto parallel or intersecting road segments), these segments are not the actual road segments the vehicle travels on. Including these segments in the length allocation would cause a deviation in hydrogen consumption allocation.

[0045] To this end, this application further eliminates abnormally associated road segments by comparing the motion direction angle with the road orientation angle. Specifically, the motion direction angle between adjacent positioning points in the vehicle's driving trajectory is extracted. This motion direction angle can be defined, for example, as the azimuth angle of the line connecting two adjacent positioning points, and can be obtained through... Perform calculations, where and These are the eastward and northward coordinate differences after projecting two adjacent latitude and longitude positioning points onto a plane coordinate system, respectively. Next, the road orientation angle of the associated road segment is extracted. This road orientation angle is the azimuth angle of the line connecting the two endpoints of the associated road segment in the physical coordinate system, which can be directly read from the road network topology data or similarly... Calculated.

[0046] Next, the angle difference between the motion direction angle and the road direction angle is calculated. Associated road segments with an angle difference greater than a preset rejection threshold are considered abnormal and removed. The preset rejection threshold can be set to, for example, 45 degrees. The specific value can be set according to road network density and positioning accuracy. For urban scenarios with high road network density and many parallel roads, the rejection threshold can be appropriately reduced; for rural or highway scenarios, it can be appropriately increased. When the difference between the vehicle's motion direction angle and the road direction angle of a certain associated road segment exceeds the rejection threshold, it means that the vehicle is not actually driving on that associated road segment, but is merely projected onto it due to positioning drift; therefore, it is removed.

[0047] Then, the total effective trajectory length of the vehicle's driving trajectory after removing the abnormal associated road segments is summarized. The total effective trajectory length is equal to the sum of the physical lengths of all remaining associated road segments after removing the abnormal associated road segments. Finally, the ratio of the physical length of a single associated road segment to the total effective trajectory length is calculated. This ratio is then multiplied by the vehicle's hydrogen pressure reduction to obtain the local pressure loss value allocated to the single associated road segment. The calculation formula can be expressed, for example, as follows: ,in To be allocated to the first Local pressure loss values ​​for each associated road segment. This is the physical length of the road segment. The total length of the effective trajectory. Reduce hydrogen pressure at the vehicle end.

[0048] Next, based on the established pressure-to-volume conversion factor, the local pressure loss value is converted into an equivalent physical volume consumption. This pressure-to-volume conversion factor depends on the volume of the hydrogen storage container and the compressibility factor of hydrogen within the operating pressure range. For example, for a hydrogen storage container with a rated volume of... Compression factor is Temperature is T The gas constant is R In such cases, the physical volume consumption can be expressed, for example, through a modified form of the ideal gas law. The compression factor is obtained. The working pressure range for hydrogen at 35 MPa can be determined by looking up a table or fitting a curve. Typical values ​​are approximately 1.05 to 1.20. The purpose of this step is to convert the local loss value, which is in units of pressure, into a physical volume in units of standard cubic meters, so that the hydrogen consumption of hydrogen fuel cell vehicles of different models and with different hydrogen storage capacities can be summed under the same dimension.

[0049] Finally, the physical volume consumption of multiple nodes belonging to the same road segment is numerically summed to output the node's hydrogen equivalent. Since there are numerous hydrogen fuel cell vehicles operating within the planned area, the same road segment node may be repeatedly traversed by vehicle trajectories from different vehicles at different times. This step accumulates these physical volume consumptions from different sources and aggregates them onto the corresponding road segment node. The resulting node hydrogen equivalent represents the total hydrogen intensity of the area where that road segment node is located.

[0050] Step S300: According to the preset hazardous chemical prohibition rules, the physical road network is blocked to generate a hydrogen transport road network that allows long-tube trailers to pass.

[0051] Because hydrogen is classified as a Class 2.1 flammable hazardous chemical, the passage of long-tube trailers on urban roads is strictly restricted by regulations. Many municipal roads (such as roads around schools, hospitals, and densely populated commercial areas) explicitly prohibit the passage of vehicles transporting hazardous chemicals. If the original physical road network is directly used as the hydrogen transport corridor for supply-side modeling, the accessibility of hydrogen supply at distant locations will be overestimated, leading to site selection results that deviate from practically feasible hydrogen transport routes. Therefore, this step requires first trimming the physical road network according to hazardous chemical prohibition rules. The following section will combine... Figure 3 Please provide a detailed explanation.

[0052] Figure 3 This is a schematic diagram illustrating the process of generating a hydrogen transport road network based on hazardous chemical prohibition rules, as provided in this application embodiment. Figure 3 As shown, the original physical road network 301 and the hazardous chemical traffic restriction rule 302 are input to the fence comparison module 303. In the fence comparison module 303, the coordinates of the physical road network direction are compared with the boundary of the restricted geographic fence in a two-dimensional plane space. The comparison result is input to the buffer expansion module 304. In the buffer expansion module 304, the overlapping road segments falling inside the restricted geographic fence and the surrounding road segments extending outward are marked as restricted road segments 305. Finally, the topology cutting module 306 cuts off and isolates the restricted road segments 305 from the physical road network and outputs the hydrogen transportation road network 307.

[0053] Specifically, this step includes: first, reading the restricted geographic fence boundaries recorded in the hazardous chemicals prohibition rules. These hazardous chemicals prohibition rules can be, for example, digitized versions of the hazardous chemical vehicle traffic management regulations issued by the local traffic management department. Each rule corresponds to a restricted geographic fence, which is represented by a closed polygon formed by sequentially connecting several latitude and longitude coordinate points.

[0054] Secondly, the directional coordinates of the physical road network are compared with the boundary of the restricted geofence in a two-dimensional plane. The spatial comparison can be achieved, for example, by judging the intersection relationship between the line connecting the two ends of the physical road segment and the boundary of the closed polygon. Specifically, the ray method can be used to determine whether the endpoint of the road segment falls inside the polygon, or the intersection of line segments can be used to determine whether the road segment crosses the boundary of the polygon.

[0055] Next, overlapping road segments falling within the restricted geographical fence boundary, along with surrounding road segments extending outwards from the overlapping segments at a set buffer distance, are collectively marked as prohibited road segments. The set buffer distance can be, for example, set to 50 meters. The specific value can be set according to the sensitivity of the restricted area. For highly sensitive areas such as schools and hospitals, the buffer distance can be appropriately increased to 100 meters or even 200 meters, while for general restricted areas, it can be set to the minimum value. The purpose of introducing a buffer distance is that even if the main body of a long-tube trailer is outside the restricted area when entering or leaving the restricted area, the diffusion of hazardous chemicals generated by its loading, unloading, or turning operations may still affect the restricted area; therefore, a certain safety margin needs to be reserved.

[0056] Finally, the prohibited road sections are isolated from the topological connectivity of the physical road network, and the remaining set of roads that maintain physical connectivity is output as the hydrogen transportation road network. The specific operation of isolation involves deleting the connecting edges between the nodes at both ends of the prohibited road sections in the road network topology adjacency data structure, ensuring that subsequent shortest path or capacity attenuation calculations based on this road network cannot pass through these prohibited road sections. After this step, the output hydrogen transportation road network accurately reflects the legally accessible routes for long-tube trailers within the planned area.

[0057] Step S400: Taking the local hydrogen production plant as the starting node, perform a capacity attenuation calculation along the hydrogen transportation road network according to the hydrogen production rate of the plant, and output the node hydrogen supply equivalent of each road segment node in the hydrogen transportation road network.

[0058] After obtaining the hydrogen transport road network, it is necessary to further characterize the actual hydrogen supply capacity that long-tube trailers can provide when traveling from the local hydrogen production plant to each road node via the network. Considering that the long-tube trailers themselves consume fuel to travel on the road, not all of the hydrogen they carry can be unloaded at distant nodes; the longer the transport distance, the greater the capacity loss and the less hydrogen can be unloaded. This step uses capacity attenuation calculations to quantitatively characterize this supply capacity decay process with distance. The following section combines... Figure 4 Please provide a detailed explanation.

[0059] Figure 4 This is a schematic diagram illustrating the principle of performing capacity attenuation calculations along the hydrogen transportation road network, starting from the hydrogen production plant area, as provided in an embodiment of this application. Figure 4 As shown, the local hydrogen production plant 401 serves as the starting node, and the long-tube trailer 402 radiates outwards from this starting node along the hydrogen transportation road network; for each target road segment node... A , B , C Calculate the cumulative driving distance from the hydrogen production plant area to the target road segment node. , , The three satisfy < < According to the preset capacity decay law, the node A , B , C The remaining unloadable capacity decreases gradually; at the same time, the departure schedule inference module 403 calculates the number of departure schedules N within the specified period based on the hydrogen production rate of the plant area and the upper limit of the single transport capacity; finally, the node hydrogen supply equivalent of each road segment node is output through the node hydrogen supply equivalent synthesis module 404.

[0060] Specifically, this step includes the following sub-procedures.

[0061] First, the maximum single-trip carrying capacity of the long-tube trailer is read. The hydrogen production rate at the plant is then divided by this maximum single-trip carrying capacity to deduce the number of departures within the specified period. The maximum single-trip carrying capacity of the long-tube trailer refers to the legally full volume of hydrogen that a single long-tube trailer can carry at one time. For example, for a common 20MPa long-tube trailer, the maximum single-trip carrying capacity could be set at 350 standard cubic meters, with the specific value determined by the vehicle model. The specified period could be, for example, 24 hours, and its calculation formula could be expressed as follows: , where N is the number of departures within the specified period (rounded down). For the hydrogen production rate in the plant area, To specify the period length, This represents the upper limit of the single transport capacity. This calculation reflects the frequency of long-tube trailers being dispatched from the hydrogen production plant per unit of time.

[0062] Secondly, along the extended route of the hydrogen transportation road network, the physical road length from the starting node to the current road segment node is accumulated one by one to obtain the mileage of the long-tube trailer. This accumulation process can be implemented on the hydrogen transportation road network, for example, using Dijkstra's shortest path algorithm. Starting from the local hydrogen production plant, the shortest path length to each other road segment node in the hydrogen transportation road network is calculated, obtaining the mileage d corresponding to each road segment node. The specific steps of Dijkstra's algorithm are: initialize the distance to the starting node to 0, and the distances to other nodes to infinity; add all nodes to the unvisited set; each time, take the node with the smallest distance from the unvisited set and update the distances to its adjacent nodes; repeat until all nodes are visited; finally, the shortest path length from the starting node to each other node is obtained.

[0063] Next, the mileage is multiplied by a preset vehicle fuel consumption conversion factor to deduce the capacity loss variable in the transportation process. The vehicle fuel consumption conversion factor refers to the equivalent hydrogen loss per unit distance traveled by the long-tube trailer, for example, it can be set to 0.2 standard cubic meters per kilometer. The specific value can be determined based on the actual fuel consumption per 100 kilometers of the long-tube trailer and the energy equivalent conversion relationship between hydrogen and diesel. Its physical meaning is that the fuel cost consumed by the long-tube trailer during its road travel can be equivalently converted into the hydrogen equivalent of reducing its effective unloading capacity. The calculation formula can be expressed, for example, as follows: ,in For capacity loss variables, This is the vehicle fuel consumption conversion factor. This refers to the mileage traveled.

[0064] Then, by subtracting the capacity loss variable from the single-trip carrying capacity limit, the remaining unloadable capacity of the long-tube trailer when it arrives at the current road segment node is obtained, i.e. When the mileage is too great and the capacity loss exceeds the upper limit of the single transport capacity, the remaining unloadable capacity will be zero, which means that the node of that road segment has exceeded the economic reach of long-tube trailers.

[0065] Finally, multiplying the remaining unloadable capacity by the number of departures yields the nodal hydrogen equivalent for the corresponding road segment node, i.e. This calculation comprehensively reflects the coupling relationship between the hydrogen production plant capacity, the single-trip carrying capacity of long-tube trailers, and the attenuation effect of transportation distance, so that the node hydrogen supply equivalent truly represents the amount of hydrogen supply available at the node of that road segment.

[0066] Step S500: Spatially superimpose and cancel the hydrogen equivalent of the node's hydrogen consumption to lock the target road segment node that meets the first preset condition, perform spatial correction on the target road segment node according to the preset land occupation safety boundary, and output the site deployment coordinates for guiding the site infrastructure.

[0067] This step is crucial to the entire layout optimization method. It involves spatially superimposing and offsetting the hydrogen equivalent consumption of demand-side nodes and the hydrogen equivalent supply of supply-side nodes obtained in the previous steps within the same coordinate system, thereby identifying the location with the largest supply-demand gap as a candidate site for a hydrogen refueling station. Further, by correcting the land use safety boundaries, it ensures that the candidate site meets the safety regulations for hazardous chemical infrastructure. The following section will combine... Figure 5 Please provide a detailed explanation.

[0068] Figure 5 This is a schematic diagram illustrating the process of spatially superimposing and canceling out the node hydrogen consumption equivalent and the node hydrogen supply equivalent, and then performing spatial correction, as provided in an embodiment of this application. Figure 5 As shown, the node hydrogen consumption equivalent 501 and the node hydrogen supply equivalent 502 are input to the supply-demand difference calculation module 503. Within the supply-demand difference calculation module 503, the difference is subtracted node by node to obtain the local supply-demand difference 504. The local supply-demand difference 504 is input to the sorting and locking module 505. Within the sorting and locking module 505, the difference values ​​greater than zero are selected and sorted from largest to smallest. The first node is selected as the target road segment node 506. The target road segment node 506 and the building red line boundary 507 are input to the spatial correction module 508. Within the spatial correction module 508, the node is translated along the normal direction until it exceeds the land occupation safety boundary. Finally, the site deployment coordinates 509 are output.

[0069] Specifically, this step includes: First, within the same three-dimensional coordinate system, the hydrogen consumption equivalent of a node in the same road segment is subtracted from the hydrogen supply equivalent of that node to output a local supply-demand difference characterizing the supply gap. The calculation formula can be expressed, for example, as follows: ,in For the first Local supply and demand differences at individual road segment nodes This represents the node's hydrogen consumption equivalent. Supply hydrogen equivalent to the node. When A value greater than zero indicates that the demand for hydrogen at that node exceeds the supply capacity, resulting in a supply gap; when... When the value is less than or equal to zero, it indicates that the supply capacity at that node already meets or exceeds the hydrogen demand, and there is no need to build a new hydrogen refueling station. The same three-dimensional coordinate system can be, for example, the CGCS2000 national geodetic coordinate system or a locally used urban plane coordinate system.

[0070] Secondly, road segment nodes with local supply-demand differences greater than zero are selected. These selected road segment nodes are arranged in descending order of their local supply-demand differences, and the first-ranked road segment node is selected as the target road segment node. The first preset condition refers to a local supply-demand difference greater than zero and ranking first among all gap nodes. Its physical meaning is that the area surrounding this road segment node is the location with the largest supply-demand gap and the most urgent need for new hydrogen refueling stations during the current planning period. When multiple hydrogen refueling stations need to be deployed during the planning period, after locking in the first target road segment node and completing the construction of the new hydrogen refueling station, it can be included in the supply side and steps S400 to S500 can be executed again for iterative planning until the local supply-demand differences of all road segment nodes are less than or equal to zero.

[0071] Next, the building boundary lines surrounding the target road segment node are extracted, and the physical straight-line distance between the target road segment node and the building boundary lines is calculated. The building boundary lines can be obtained, for example, from an urban planning database or real estate registration database within the planning area. Each building is represented by a closed polygon of its outer contour. The physical straight-line distance can be calculated, for example, by traversing all the vertices of the building outline polygons within a certain radius (e.g., 100 meters) surrounding the target road segment node, calculating the Euclidean distance from the target road segment node to each vertex, and taking the minimum value.

[0072] Finally, when the physical straight-line distance is less than the land occupation safety boundary, the target road segment node is translated along the geometric normal direction away from the building boundary until it reaches a position greater than the land occupation safety boundary. The coordinates of the translated position are then established as the site deployment coordinates. The land occupation safety boundary can be set to 25 meters, for example, and the specific value can be determined according to the safety regulations for hazardous chemical infrastructure in the region. For a Class I hydrogen refueling station, it can be set to a larger value. The geometric normal direction refers to the direction from the nearest building boundary point to the target road segment node (i.e., the outer normal direction of the building boundary). Translation along this direction can move the target road segment node away from the building. The translation process can be implemented, for example, through iterative calculation: each time, the target road segment node is moved by a fixed step (e.g., 1 meter) along the geometric normal direction, and its nearest distance to the surrounding building boundary is recalculated. This process is repeated until the nearest distance is no longer less than the land occupation safety boundary. The final position is output as the site deployment coordinates to guide the subsequent engineering infrastructure construction of the hydrogen refueling station. When the target road segment node cannot meet the land occupation safety boundary requirements in any direction within a reasonable radius, it is added to the forbidden selection set, and the process is backtracked to the sorting and locking module to retrieve the next sorting node and re-execute the spatial correction process.

[0073] In summary, this application's embodiments reconstruct the spatial distribution of real hydrogen demand by spatiotemporally registering the driving trajectories of massive hydrogen fuel cell vehicles with the hydrogen pressure reduction at the vehicle end. Combined with the hydrogen transportation road network after the hazardous chemical prohibition rules are trimmed and the capacity attenuation law of hydrogen production plant areas, the real hydrogen supply accessibility is characterized. Then, the supply and demand difference under the same coordinate system is used to locate the gap in hydrogen refueling stations and the deviation is corrected by the land occupation safety boundary. Finally, under the drive of real road network and real data, scientific and reasonable hydrogen refueling station deployment coordinates are output.

[0074] The following is combined Figure 6 The hydrogen refueling network layout optimization system based on big data provided in the embodiments of this application will be described. Figure 6 This is a schematic diagram of a hydrogen refueling network layout optimization system based on big data, provided as an embodiment of this application. Figure 6 As shown, the hydrogen refueling network layout optimization system 600 based on big data includes an acquisition module 601, a conversion module 602, an execution module 603, a first output module 604, and a second output module 605.

[0075] The acquisition module 601 is used to acquire the vehicle-end driving trajectory and hydrogen pressure reduction of the hydrogen fuel cell vehicle, and to acquire the hydrogen production rate of the local hydrogen production plant. The acquisition module 601 is communicatively connected to the vehicle-mounted communication module and the liquid outlet valve flow meter of the local hydrogen production plant, and its specific implementation is the same as the aforementioned method step S100, which will not be repeated here.

[0076] The conversion module 602 is used to perform spatiotemporal registration of the vehicle's driving trajectory and the vehicle's hydrogen pressure reduction to calculate the node hydrogen consumption equivalent corresponding to each road segment node in the physical road network. The input end of the conversion module 602 is connected to the output end of the acquisition module 601, and its specific implementation method is the same as the aforementioned method step S200.

[0077] The execution module 603 is used to perform road segment blocking operations on the physical road network according to preset hazardous chemical prohibition rules, generating a hydrogen transportation road network that allows long-tube trailers to pass. The input end of the execution module 603 is connected to an external rule database to read hazardous chemical prohibition rules and restricted geofence boundaries, and its specific implementation is the same as the aforementioned method step S300.

[0078] The first output module 604 is used to perform a capacity attenuation calculation along the hydrogen transportation network from the local hydrogen production plant as the starting node, based on the hydrogen production rate of the plant, and output the node hydrogen supply equivalent of each segment node in the hydrogen transportation network. The input terminal of the first output module 604 is connected to the output terminal of the execution module 603 and the acquisition module 601, and its specific implementation is the same as the aforementioned method step S400.

[0079] The second output module 605 is used to spatially superimpose and cancel out the hydrogen equivalent of the node's hydrogen consumption, lock the target road segment node that meets the first preset condition, perform spatial correction on the target road segment node according to the preset land occupation safety boundary, and output the site deployment coordinates for guiding site infrastructure construction. The input terminal of the second output module 605 is connected to the output terminal of the conversion module 602 and the first output module 604 respectively, and its specific implementation method is the same as the aforementioned method step S500.

[0080] This application also provides a computing device, including a processing component and a storage component. The processing component may be implemented using a general-purpose microprocessor, digital signal processor, or field-programmable gate array (FPGA); the storage component may be implemented using a non-volatile memory. The storage component stores one or more computer instructions, which are invoked and executed by the processing component to implement the big data-based hydrogen refueling network layout optimization method described in any of the above embodiments of this application.

[0081] This application also provides a computer storage medium storing a computer program. When the computer program is executed by a computer, it implements the hydrogen refueling network layout optimization method based on big data described in any of the above embodiments of this application. The computer storage medium can be any physical medium capable of storing a computer program, such as a read-only memory, random access memory, disk, or optical disk.

[0082] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of this application. It should be understood that the above description is only a specific embodiment of this application and is not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A method for optimizing the layout of hydrogen refueling networks based on big data, characterized in that, include: The system acquires the vehicle-side driving trajectory and hydrogen pressure reduction of hydrogen fuel cell vehicles, and obtains the hydrogen production rate of local hydrogen production plants. The vehicle-end driving trajectory and the vehicle-end hydrogen pressure reduction are spatiotemporally registered to calculate the node hydrogen consumption equivalent corresponding to each road segment node in the physical road network. Based on the preset hazardous chemical prohibition rules, road segment blocking operations are performed on the physical road network to generate a hydrogen transportation road network that allows long-tube trailers to pass; Taking the local hydrogen production plant as the starting node, the capacity attenuation calculation is performed outward along the hydrogen transportation road network based on the hydrogen production rate of the plant, and the node hydrogen supply equivalent of each road segment node in the hydrogen transportation road network is output. The hydrogen consumption equivalent of the node is spatially superimposed and canceled out with the hydrogen supply equivalent of the node, and the target road segment node that meets the first preset condition is locked. The target road segment node is spatially corrected according to the preset land occupation safety boundary, and the site deployment coordinates for guiding the site infrastructure are output.

2. The method according to claim 1, characterized in that, Acquire the vehicle-side driving trajectory and hydrogen pressure reduction of hydrogen fuel cell vehicles, and obtain the hydrogen production rate of local hydrogen production plants, including: The latitude and longitude positioning points are continuously read from the vehicle communication module, and the latitude and longitude positioning points are connected in chronological order to form the vehicle's driving trajectory. Extract the internal pressure values ​​of the hydrogen storage container corresponding to the set of latitude and longitude positioning points; The pressure values ​​at the beginning and end of the hydrogen storage container within a preset range are selected. The pressure drop is obtained by subtracting the pressure values ​​at the beginning and end of the container. The pressure drop is then used as the hydrogen pressure reduction at the vehicle end. The dynamic flow rate value of the liquid outlet valve of the local hydrogen production plant is retrieved, and the dynamic flow rate value is integrated within a set unit time interval to output the hydrogen production rate of the plant.

3. The method according to claim 1, characterized in that, The vehicle's driving trajectory and the vehicle's hydrogen pressure reduction are spatiotemporally registered to calculate the nodal hydrogen consumption equivalent for each road segment node in the physical road network, including: The physical road network is cut into multiple independent physical road segments according to a preset physical distance interval, and the geometric center point of the physical road segment is marked as the road segment node; Project the vehicle's driving trajectory onto the physical road segment in the physical coordinate system, and filter out the set of associated road segments that spatially overlap with the vehicle's driving trajectory; The hydrogen pressure reduction at the vehicle end is numerically divided according to the length ratio of each road segment in the associated road segment set, and the local pressure loss value allocated to each associated road segment is calculated. Based on the set pressure and gas volume conversion coefficient, the local pressure loss value is equivalently converted into physical volume consumption. The physical volume consumption of multiple nodes belonging to the same road segment is numerically summed to output the hydrogen equivalent of the node consumption.

4. The method according to claim 3, characterized in that, The vehicle-end hydrogen pressure reduction is numerically divided according to the length ratio of each road segment in the associated road segment set, and the local pressure loss value allocated to each of the associated road segments is calculated, including: Extract the motion direction angle between adjacent positioning points in the vehicle's driving trajectory, and extract the road direction angle of the associated road segment; Calculate the angle difference between the motion direction angle and the road direction angle, and identify and remove associated road segments whose angle difference is greater than a preset rejection threshold as abnormal associated road segments. Summarize the total effective trajectory length of the vehicle's driving trajectory after removing the abnormal associated road segments; Calculate the ratio of the physical length of a single associated road segment to the total length of the effective trajectory, and multiply the ratio by the hydrogen pressure reduction at the vehicle end to obtain the local pressure loss value allocated to the single associated road segment.

5. The method according to claim 1, characterized in that, Based on preset hazardous chemical traffic restrictions, road segment blocking operations are performed on the physical road network to generate a hydrogen transport road network that allows long-tube trailers to pass, including: Read the restricted geographical fence boundaries recorded in the hazardous chemicals prohibition rules; The directional coordinates of the physical road network are compared with the boundary of the restricted geographic fence in a two-dimensional plane. Overlapping road segments that fall within the boundary of the restricted geofence, as well as surrounding road segments extending outward from the overlapping road segments at a set buffer distance, are collectively marked as prohibited road segments. The prohibited road sections are disconnected from the topological connectivity of the physical road network, and the remaining set of roads that maintain physical connectivity is output as the hydrogen transportation road network.

6. The method according to claim 1, characterized in that, Taking the local hydrogen production plant as the starting node, and based on the hydrogen production rate of the plant, a capacity attenuation calculation is performed outward along the hydrogen transportation network to output the nodal hydrogen supply equivalent of each road segment node in the hydrogen transportation network, including: Read the maximum single-trip carrying capacity of the long-tube trailer, divide the hydrogen production rate of the plant area by the maximum single-trip carrying capacity, and deduce the number of departures within the specified period. Along the extended route of the hydrogen transport road network, the physical road length from the starting node to the current road segment node is accumulated one by one to obtain the driving mileage of the long-tube trailer. By multiplying the mileage by a preset vehicle fuel consumption conversion factor, the capacity loss variable in the transportation physical process is derived. Subtracting the capacity loss variable from the single-trip carrying capacity limit, the remaining unloadable capacity of the long-tube trailer when it arrives at the current road segment node is obtained. Multiply the remaining unloadable capacity by the number of departures to obtain the node hydrogen supply equivalent for the corresponding road segment node.

7. The method according to claim 1, characterized in that, The hydrogen consumption equivalent of the node is spatially superimposed and canceled out with the hydrogen supply equivalent of the node, locking the target road segment node that meets the first preset condition. Spatial correction is performed on the target road segment node according to the preset land occupation safety boundary, and site deployment coordinates for guiding site infrastructure are output, including: In the same three-dimensional coordinate system, the hydrogen consumption equivalent of the node is subtracted from the hydrogen supply equivalent of the node in the same road segment to output a local supply-demand difference that characterizes the supply gap. Select road segment nodes where the local supply-demand difference is greater than zero, arrange the selected road segment nodes in descending order of the local supply-demand difference, and select the first road segment node as the target road segment node. Extract the building boundary lines around the target road segment node, and calculate the physical straight-line distance between the target road segment node and the building boundary lines. When the physical straight-line distance is less than the land occupation safety boundary, the target road segment node is translated along the geometric normal direction away from the building red line boundary until it reaches a position greater than the land occupation safety boundary, and the coordinates of the translated position are established as the site deployment coordinates.

8. A hydrogen refueling network layout optimization system based on big data, characterized in that, include: The acquisition module acquires the vehicle-side driving trajectory and vehicle-side hydrogen pressure reduction of hydrogen fuel cell vehicles, and also acquires the hydrogen production rate of the local hydrogen production plant. The conversion module is used to perform spatiotemporal registration of the vehicle-end driving trajectory and the vehicle-end hydrogen pressure reduction, and to calculate the node hydrogen consumption equivalent corresponding to each road segment node in the physical road network. The execution module is used to perform road segment blocking operations on the physical road network according to the preset hazardous chemical prohibition rules, and generate a hydrogen transportation road network that allows long-tube trailers to pass. The first output module is used to take the local hydrogen production plant as the starting node, perform a capacity attenuation calculation along the hydrogen transportation road network according to the hydrogen production rate of the plant, and output the node hydrogen supply equivalent of each road segment node in the hydrogen transportation road network. The second output module is used to spatially superimpose and cancel the hydrogen equivalent of the node's hydrogen consumption and the hydrogen equivalent of the node, lock the target road segment node that meets the first preset condition, perform spatial correction on the target road segment node according to the preset land occupation safety boundary, and output the site deployment coordinates for guiding the site infrastructure.

9. A computing device, characterized in that, It includes a processing component and a storage component; the storage component stores one or more computer instructions; the one or more computer instructions are invoked and executed by the processing component to implement the hydrogen refueling network layout optimization method based on big data as described in any one of claims 1 to 7.

10. A computer storage medium, characterized in that, The device contains a computer program that, when executed by a computer, implements a hydrogen refueling network layout optimization method based on big data as described in any one of claims 1 to 7.

Images