A multi-pole collaborative shared charging network for streetlight pole charging stations based on carrier communication

Abstract

This invention discloses a multi-pole collaborative shared charging network for streetlight poles based on carrier communication, comprising several terminal devices and a main control node. The terminal devices are integrated into the main body of the streetlight pole and include a charging pile module, a streetlight lighting module, and a load detection module. The load detection module is used to collect charging load data from the terminal devices in real time. The main control node is deployed at the distribution node of the target street, connecting to the urban power distribution network through a built-in distribution network interface to obtain real-time power supply capacity data of the regional power grid, calculate the available charging capacity of the target street area, and thus perform load scheduling and overload warning based on the charging load data of the terminal devices. This invention, by constructing a multi-pole collaborative shared charging network and utilizing the main control node to monitor the total regional load in real time, combined with an active load adjustment strategy, can dynamically allocate charging load, avoiding grid overload caused by multiple devices charging simultaneously.

Description

Technical Field

[0001] This invention belongs to the field of new energy charging facilities technology, and in particular relates to a multi-pole collaborative shared charging network for street light pole charging piles based on carrier communication. Background Technology

[0002] With the continued rapid development of the new energy vehicle industry, the gap in urban public charging infrastructure is widening, and the difficulty of charging and the limited layout of charging facilities have become prominent issues in urban transportation and people's livelihoods. Land resources are scarce in urban roads, old residential areas, and commercial districts, making it costly and difficult to implement the construction of dedicated charging stations on separate land acquisition sites. Against this backdrop, integrating charging stations into streetlights—the largest existing municipal infrastructure in cities—to form a one-pole-one-charger system, achieving the fusion and reuse of street lighting and new energy vehicle charging functions, has become a mainstream technological direction for smart city construction and solving the public charging problem. This model can fully utilize existing streetlight bases, power lines, and other resources, significantly reducing infrastructure investment and land occupation, combining economic efficiency and practicality, and is currently being gradually promoted and applied in cities across the country.

[0003] The prior art, Chinese patent application CN106937454A, discloses an intelligent street light management system with wireless charging management function for electric vehicles. It integrates the wireless charging module into the traditional intelligent street light equipment, realizing the integrated design of street light lighting and electric vehicle wireless charging. The system is equipped with a centralized management platform and wireless communication unit, which can collect the operating status of street light charging piles in a single unit or a small area, control the start and stop of charging, and provide basic fault alarms. To a certain extent, it realizes the multi-functional expansion of street light facilities and gets rid of the single application mode of traditional street lights that only have lighting functions.

[0004] The existing streetlight charging pile systems, when deployed on a large scale and in clusters along an entire street, lack a regional load coordination and management mechanism, making them highly susceptible to power distribution network overload. Most existing streetlight charging piles operate in a decentralized, independent grid-connected mode, monitoring only the status of a single device or a small area. They lack the logic for calculating the open charging capacity of the entire area and cannot consider the rated power distribution capacity of street distribution nodes, non-charging loads such as streetlights and residential electricity consumption, to calculate the upper limit of the safe charging capacity for the area. When multiple charging piles on the same street simultaneously start high-power charging, the total charging load in the area quickly exceeds the power distribution network's capacity, leading to power distribution network overload, charging interruptions, equipment failures, and in severe cases, impacting the overall operational stability of the urban power distribution network. Current technology can only monitor the load of a single pile and cannot constrain and manage the charging load from the perspective of the entire area. Summary of the Invention

[0005] The purpose of this invention is to provide a multi-pole collaborative shared charging network for street light pole charging piles based on carrier communication, which partially solves or alleviates the above-mentioned shortcomings in the prior art. It can combine the charging load data of terminal equipment to perform load scheduling, thereby balancing the overload problem among multiple street light pole charging piles.

[0006] To solve the aforementioned technical problems, the present invention specifically adopts the following technical solution: The first aspect of the present invention is to provide a multi-pole collaborative shared charging network for street light pole charging piles based on carrier communication, including several terminal devices and a main control node; The terminal device is integrated into the main body of the street light pole and includes a charging pile module, a street light lighting module, and a load detection module. The load detection module is used to collect charging load data of the terminal device in real time. The terminal device integrates a communication module for accessing the power line communication network to realize data interaction between terminal devices and between the terminal devices and the main control node. The main control node is deployed at the power distribution node of the target street and establishes a communication connection with the terminal device through the power line communication network. The main control node accesses the urban power distribution network through a built-in power distribution network interface to obtain real-time power supply capacity data of the regional power grid, calculate the available charging capacity of the target street area, and then combine the charging load data of the terminal device to perform load scheduling and provide overload warning.

[0007] Furthermore, the master control node utilizes the formula:

[0008] Calculate the available charging capacity for the target street area; where C available For the area's available charging capacity, S rated P is the rated power distribution capacity for the target street area. non_charge α represents the predicted value of non-charging load, and α is the safety margin coefficient.

[0009] Furthermore, the main control node includes: a load analysis unit, used to receive load data uploaded by each terminal device and power supply capacity data uploaded by the distribution network interface, calculate regional overload risk indicators and single terminal device overload risk indicators, and complete the overload status classification judgment; the regional overload status includes no overload risk, overload risk, and severe overload, and the single terminal device overload status includes no single terminal overload risk and single terminal overload; a collaborative scheduling unit, used to solve the power allocation model to allocate power to the charging terminal devices in the target street area; when a single terminal overload is determined to exist, a single terminal power limiting strategy is executed; when a regional overload risk or severe overload is determined to exist, a regional load adjustment strategy is generated by combining the charging priority, current load, and charging progress of each terminal device, and a power adjustment command is issued to the terminal device; and an early warning unit, used to send early warning information to the operation and maintenance backend and the corresponding terminal device when an overload risk, severe overload, or equipment failure is detected.

[0010] Furthermore, with the objectives of minimizing overload risk and maximizing charging demand satisfaction, a power allocation model is constructed for power allocation; the power allocation model is as follows: , ; Its constraints are:

[0011] in, , P is the target weight. alloc,i For the power allocated to the i-th terminal device, R time_miss,i To mitigate the risk of missing time on a single terminal device, t now,i For the current time, t eff,i The effective charging time required to complete this charging is t deadline,i C is the user-defined departure time. available For the area's available charging capacity, R overload,i This is the overload risk indicator for the i-th terminal device.

[0012] Furthermore, the method for classifying and determining the overload state includes: Calculate the total charging load of the target street area; The overload risk index of the target street area is calculated based on the total charging load of the area, specifically using the formula: ,

[0013] Calculate the overload risk index for the target street area; where R overload As an indicator of regional overload risk, Total charging load rate, P is the safe load rate threshold. total For the total charging load of the region, S rated R is the rated power distribution capacity for the target street area; when R overload When R is less than the first overload threshold, it is determined that there is no potential overload risk; when R... overload When R is greater than or equal to the first overload threshold and less than the second overload threshold, it is considered a potential overload hazard; overload When the load exceeds the second overload threshold, it is considered a severe overload. The aggregated index of overload risk for a single terminal device is calculated using the following formula:

[0014] Calculate the aggregated index of overload risk for a single terminal device; where R pile_overload P is an aggregated indicator of overload risk for a single terminal device. rated,i Let P be the rated power of the i-th terminal device. ch,i Let be the real-time charging power of the i-th terminal device, and 'a' be the power upper limit coefficient for a single device. For indicator functions; when R pile_overload When the value is ≥mN, it is determined to be an overload of a single terminal device, where N is the number of terminal devices currently in the charging state, and m is the adjustment coefficient.

[0015] Furthermore, the first overload threshold is 0.95, the second overload threshold is 1.1, a is 0.9, and m = 0.6. =0.8.

[0016] Furthermore, the single-terminal power limiting strategy includes: Will The power limit of the terminal equipment is limited to The following; among which, P rated,i Let P be the rated power of the i-th terminal device. ch,i Let be the real-time charging power of the i-th terminal device, where a is the upper limit coefficient of power for a single device, b is the safety coefficient of power for a single device, and 1 > a > b > 0.

[0017] Furthermore, methods for generating regional load adjustment strategies include: The comprehensive priority weight of a single terminal device is calculated based on the urgency of charging demand, equipment overload risk, and charging pile type priority. Specifically, this is achieved using the formula...

[0018] Calculate the overall priority weight; where, , , These are the weighting coefficients, and E urgency,iFor the first The charging urgency of the device, R risk,i For the first Overload risk of the equipment, P priority,i Priority is given to pile type; When a potential area overload is identified, an area power limiting strategy is implemented. This strategy involves sequentially reducing the allocated power of low-end devices in ascending order of comprehensive priority weight until there is no overload risk. The total power reduction in a single instance is: ; in, P represents the total power reduction in a single operation. rated,i Let K be the rated power of the i-th terminal device, and K be the number of terminal devices whose power has been reduced in this round. Minimum power retention ratio; When a region is determined to be severely overloaded, a single-terminal power limiting strategy is implemented. If the region is still at or above the level of overload risk after implementing the single-terminal power limiting strategy, the region power limiting strategy is implemented until there is no overload risk.

[0019] Furthermore, when a terminal device finishes charging or stops charging, the power allocation model is resolved to allocate the released capacity to the remaining charging devices. Predict charging power demand and adaptively adjust the safety margin factor used to calculate the available charging capacity of a region and the comprehensive priority weight used to generate a region load adjustment strategy.

[0020] Furthermore, the terminal device casing is equipped with a unique, scannable QR code, which allows users to input the urgency of charging and the expected departure time via a mobile terminal.

[0021] Beneficial effects: This invention solves the problem of overload on charging piles on streetlight poles within the same street. By constructing a multi-pole collaborative shared charging network, and utilizing the main control node to monitor the total load of the area in real time, combined with an active load adjustment strategy, the charging load can be dynamically allocated, avoiding grid overload caused by multiple devices charging simultaneously, and ensuring the stable operation of the distribution network and the continuity of charging services.

[0022] This invention employs an HPLC high-speed power line carrier module, utilizing existing power lines to achieve data transmission. Compared to traditional communication methods (such as adding dedicated optical fibers or 4G / NB-IoT), it eliminates the need for road excavation or additional communication line installation, significantly reducing deployment costs and construction time. Furthermore, the carrier communication possesses strong anti-interference capabilities and self-organizing network functionality, adapting to the complex communication environment of urban streets, avoiding wireless communication signal attenuation and obstruction, ensuring real-time data interaction between multiple devices, and improving the reliability of collaborative control.

[0023] Through multi-pole collaborative scheduling, charging resources are dynamically allocated based on charging priority and load conditions, avoiding situations where some devices are idle while others are overloaded, thus improving the utilization rate of "one pole, one charger" devices. Simultaneously, by combining historical data with optimized adjustment strategies, predictive load adjustments are achieved, further enhancing the charging service experience. The main control node enables centralized management and real-time monitoring of all terminal devices, promptly detecting overload risks and equipment malfunctions, and sending alerts through the warning unit for quick handling by maintenance personnel. Data transmission employs encryption to ensure the security of user charging data and grid data. Furthermore, the carrier communication network is a private network, meaning data transmission does not rely on telecom operator base stations, incurs no data charges, and data security is more easily controlled.

[0024] This invention integrates streetlight poles and charging piles into one unit, achieving "multi-purpose use of one pole," saving urban land resources and infrastructure investment. At the same time, through load coordination adjustment, it helps to upgrade the city's power distribution network intelligently, which is in line with the development direction of "dual carbon" goals and smart city construction. It can be widely used in old residential areas, commercial streets, sidewalks and other space-constrained areas. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. In all the drawings, similar elements or parts are generally identified by similar reference numerals. The elements or parts in the drawings are not necessarily drawn to scale. Obviously, the drawings described below are some embodiments of the present invention, and those skilled in the art can obtain other drawings based on these drawings without any creative effort.

[0026] Figure 1 This is a schematic diagram of the structural principle of the present invention. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0028] In this document, suffixes such as "module," "part," or "unit" used to denote elements are used only for the purpose of illustrative purposes and have no specific meaning in themselves. Therefore, "module," "part," or "unit" may be used interchangeably.

[0029] In this document, the terms "upper," "lower," "inner," "outer," "front," "rear," "one end," and "the other end," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the present invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0030] In this document, unless otherwise explicitly specified and limited, the terms "installed," "equipped with," "connected," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, a direct connection, or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0031] In this document, "and / or" includes any and all combinations of one or more of the listed related items.

[0032] In this article, "multiple" means two or more, that is, it includes two, three, four, five, etc.

[0033] Example 1: like Figure 1 As shown, this embodiment provides a multi-pole collaborative shared charging network for streetlight charging piles based on power line carrier communication. It is an integrated smart charging cluster system built upon existing urban streetlight infrastructure, primarily designed for large-scale deployment in urban streets, commercial districts, and older urban areas. The entire system abandons the traditional model of independent operation of individual streetlight charging piles, using power line carrier as the global data transmission carrier. It consists of several terminal devices and a main control node. Through hierarchical device collaboration, real-time data exchange, and centralized scheduling, it achieves load collaborative management and overload risk warning for multiple streetlight charging piles along the street. While retaining the original lighting function of the streetlights, it efficiently expands the public charging capacity for new energy vehicles, while simultaneously solving the problems of power grid overload and lack of inter-device linkage management caused by cluster charging.

[0034] Specifically, the terminal device is integrated into the main body of the street light pole and includes a charging pile module, a street light lighting module, and a load detection module; the load detection module is used to collect the charging load data of the terminal device in real time.

[0035] I. Terminal equipment.

[0036] All terminal devices are integrated and installed on the main body of the street light poles along the road, forming a multi-functional integrated municipal facility. This eliminates the need for separate land acquisition and the construction of charging pile bases, fully utilizing existing street light poles, power lines, and other existing resources, effectively reducing project construction costs and land occupation. Each terminal device integrates three major functional hardware modules: a charging pile module, a street light lighting module, and a load detection module. It also has a built-in dedicated communication module. Each module has a clear division of labor and works collaboratively to complete on-site data collection, function execution, and network communication.

[0037] 1. Street light illumination module.

[0038] The street lighting module is the basic functional unit of the terminal equipment, fully inheriting the lighting functions of the original municipal streetlights and responsible for routine road lighting operations. This module operates independently and will not be disturbed by operations such as charging pile activation or power adjustment, ensuring the normal operation of basic road lighting services at all times.

[0039] 2. Charging pile module.

[0040] The charging pile module is a functional unit for terminal expansion, specifically designed to provide charging services for new energy vehicles. This module has the capability to output electrical energy and execute commands. It can receive various control commands from the upper-level main control node, such as charging start, stop, and power adjustment, and stably output electrical energy according to scheduling requirements to complete the vehicle charging operation. Multiple charging pile modules throughout the street can work in parallel, forming a large-scale public charging service network.

[0041] 3. Load detection module.

[0042] The load detection module continuously collects charging load-related data for this terminal device, including charging power, charging current, charging duration, and voltage and current data at the grid connection point. It records various load parameters during the charging pile's operation. The collected raw load data accurately reflects the real-time operating status of a single charging pile and serves as the core data source for subsequent load analysis, capacity calculation, overload determination, and intelligent scheduling by the main control node, ensuring sufficient and accurate on-site basis for backend decision-making.

[0043] In this embodiment, the load detection module of the terminal device uses high-precision current and voltage sensors with a sampling frequency of no less than 1Hz to ensure the real-time performance and accuracy of the load data. To improve data reliability, the collected data undergoes scenario-based preprocessing, specifically using the 3σ criterion to remove outliers such as extreme values ​​caused by sensor malfunctions. Outliers are then filled in using linear interpolation to ensure data continuity. The preprocessed collected data is encrypted via a carrier communication module before being uploaded to the main control node, ensuring data transmission security and preventing data tampering.

[0044] In addition, each terminal device has a unique QR code printed in a prominent position on its casing. Users can scan the QR code with a mobile APP to complete identity authentication, vehicle information binding and departure time entry, and actively select the urgency level of this charging in the APP interface, such as Level 1 Emergency / Level 2 Normal / Level 3 Non-Emergency. The terminal device will start charging after receiving the power-on command issued by the APP backend or the main control node.

[0045] Users scan the QR code on the casing of the target terminal device using a mobile app to complete identity authentication and vehicle information binding. They then actively select parameters such as the urgency level of the charging session and the expected departure time within the app interface. The app's backend transmits this information to the corresponding terminal device via the main control node, which simultaneously uses the urgency parameter as the basis for determining the charging urgency level of that device.

[0046] After receiving the power-on command, the terminal device starts charging. At the same time, each terminal device collects its own charging load data and the voltage and current data of the grid access terminal in real time through the load detection module, and uploads the collected data to the main control node through the carrier communication module. The main control node obtains the power supply capacity data of the regional power grid in real time through the distribution network interface.

[0047] 4. Communication Module. The terminal device integrates a communication module for accessing the power line communication network to enable data interaction between terminal devices and between terminal devices and the main control node.

[0048] Specifically, in this embodiment, the communication module adopts a high-speed power line carrier (HPLC) module, integrated inside each terminal device. It supports OFDM orthogonal frequency division multiplexing technology and self-organizing network function. Each terminal device accesses the power line communication network through the carrier communication module, realizing real-time data interaction between multiple terminal devices and between terminal devices and the main control node. No additional communication lines need to be laid, reducing deployment costs and improving communication stability. Its communication frequency band is 0.7MHz. It operates at 12MHz and features automatic frequency hopping for interference suppression, making it adaptable to complex power grid noise environments.

[0049] The multi-pole collaborative shared charging network adopts a mesh networking structure, with each "one pole, one charger" terminal device serving as a network node. They relay each other through a carrier communication module. When communication at a certain node is interrupted, data transmission can be automatically switched to an adjacent node, improving the stability and coverage of the network and ensuring the continuity of collaborative control.

[0050] II. Main Control Node The main control node is deployed at the power distribution node of the target street and establishes a communication connection with the terminal equipment through the power line communication network. The main control node connects to the urban power distribution network through the built-in power distribution network interface, obtains real-time power supply capacity data of the regional power grid, calculates the available charging capacity of the target street area, and then combines the charging load data of the terminal equipment to perform load scheduling and overload warning.

[0051] The main control node is deployed at the power distribution node corresponding to the target street, adjacent to the city's power distribution network access point. It can obtain power distribution side operation information in real time and uniformly manage all integrated terminal devices on streetlights within the street. The main control node relies on the power line communication network to establish communication relationships with all terminal devices within its jurisdiction. At the same time, the device has a built-in power distribution network interface, through which it completes physical docking and data exchange with the city's power distribution network.

[0052] The distribution network interface built into the main control node serves a dual function: power transmission and data exchange. In terms of power transmission, the urban distribution network uses this interface to uniformly supply power to all terminal equipment along the entire street, while simultaneously providing stable power to streetlights and vehicle charging loads, ensuring the normal operation of facilities throughout the entire road segment. In terms of data exchange, the distribution network interface continuously retrieves key distribution parameters, such as the real-time power supply capacity of the regional power grid, from the urban distribution network and transmits them synchronously to the main control node, providing the main control node with basic grid-side data for capacity calculation and load management.

[0053] Based on the power grid capacity data obtained from the distribution network interface and combined with the overall electricity consumption of the street, the main control node first calculates the available charging capacity for the area. This capacity represents the maximum total power that the distribution network can safely allocate to the charging pile cluster within the current distribution area, without affecting the regular loads such as street lighting and residents' daily electricity consumption. It is also the hard safety limit for the charging load of all charging piles on the entire street. Specifically, the main control node uses the formula:

[0054] Calculate the available charging capacity for the target street area; where C available For the area's available charging capacity, S rated P is the rated power distribution capacity for the target street area. non_charge The value is the predicted value for non-charging load, and α=0.85 is the safety margin coefficient.

[0055] After completing capacity calculations, the main control node combines real-time charging load data uploaded by each terminal device to conduct full-area load scheduling. The system continuously aggregates charging load information from all terminals along the entire road segment, compares it with the available charging capacity thresholds for the area, and dynamically analyzes the overall load distribution. When multiple terminals are simultaneously charging at high power and the overall load approaches the safety limit, the main control node will, according to preset scheduling logic, issue power adjustment and off-peak charging instructions to the corresponding terminals through the power line communication network to dynamically balance the charging load of each device, ensuring that the total charging load of the entire street remains within the safe carrying capacity of the power grid, and achieving coordinated and orderly operation of multiple pole devices.

[0056] Meanwhile, the main control node continuously executes overload early warning functions. While monitoring load data across the entire region in real time, the system continuously assesses load operation risks. Once it identifies that the regional charging load exceeds the safe range, indicates a potential overload hazard or severe overload, or detects a malfunction in a single terminal device, it immediately triggers an early warning mechanism. The warning information is transmitted to the corresponding terminal device via power line communication, informing on-site users of the equipment's operating status and the reason for charging adjustments. Simultaneously, it can be pushed to the backend operation and maintenance management terminal, reminding maintenance personnel to promptly investigate and handle abnormal issues. This dual early warning system, combining on-site and backend warnings, comprehensively ensures the operational safety of the distribution network and terminal equipment.

[0057] In this embodiment, the main control node includes: 1. a load analysis unit.

[0058] The load analysis unit is used to receive load data uploaded by each terminal device and power supply capacity data uploaded by the distribution network interface, calculate the regional overload risk index and the single terminal device overload risk index, and complete the overload status classification judgment; the regional overload status includes no overload risk, overload risk and severe overload, and the single terminal device overload status includes no single terminal overload risk and single terminal overload.

[0059] The load analysis unit is specifically responsible for load data integration, risk quantification, and status assessment. This unit receives all raw data from the front-end terminal equipment and the distribution network interface, obtains two types of overload risk quantification indicators through standardized calculations, and completes the classification and judgment of two levels of overload status according to preset rules. Finally, the judgment results are output to the collaborative dispatch unit and the early warning unit, providing accurate data basis and status conclusions for subsequent load adjustment, abnormal alarms, and emergency response.

[0060] The load analysis unit sequentially performs quantitative calculations of regional overload risk indicators and single-terminal device overload risk indicators. The regional overload risk indicator focuses on the overall operational status of the entire street's distribution transformer area, using the total superimposed charging load of all terminals as the core calculation, combined with the rated power supply capacity of the distribution network, to assess whether the total charging load of the entire area exceeds the safe carrying capacity of the distribution network, with a focus on preventing regional power grid overload problems. The single-terminal device overload risk indicator focuses on the cluster operation status of individual charging piles within the transformer area. It no longer simply focuses on the total load value, but rather counts the number and load level of all currently charging terminal devices whose real-time power is approaching their rated power, identifying the group risk of a large number of charging piles simultaneously approaching full load.

[0061] Based on the two quantitative indicators mentioned above, the load analysis unit executes two independent overload state classification judgment logics according to the pre-set judgment thresholds.

[0062] Specifically, the method for determining the overload state classification includes: S11 calculates the total charging load of the target street area.

[0063] In this embodiment, the formula for calculating the total regional charging load is:

[0064] In progress, among which This represents the number of terminal devices currently charging. For the first Real-time charging power of the terminal device, P total This represents the total charging load of the region.

[0065] S12 calculates the overload risk index of the target street area based on the total charging load of the area, specifically using the formula: ,

[0066] Calculate the overload risk index for the target street area; where R overload As an indicator of regional overload risk, Total charging load rate, P is the safe load rate threshold. total For the total charging load of the region, S rated R is the rated power distribution capacity for the target street area; when R overload When R is less than the first overload threshold, it is determined that there is no potential overload risk; when R... overload When R is greater than or equal to the first overload threshold and less than the second overload threshold, it is considered a potential overload hazard; overload If the load exceeds the second overload threshold, it is considered a severe overload.

[0067] In this embodiment, the system classifies regional overload conditions into three levels: no overload risk, overload risk, and severe overload. When the calculated regional overload risk index is lower than the preset first threshold of 0.95, the unit determines that the current state is no overload risk. At this time, the total charging load of all charging piles on the entire street is within the safe operating range of the power distribution network, the load margin is sufficient, the power distribution network is operating stably, there is no overall overload risk, and the system only needs to maintain routine data monitoring without initiating any load adjustment operations.

[0068] When the regional overload risk index is greater than or equal to the first threshold of 0.95 and less than the second threshold of 1.1, it is judged as an overload potential state. Under this condition, the total charging load of the distribution area has gradually approached the safety limit of the distribution network, and the load redundancy continues to decrease. If new charging equipment is added or the charging power of existing equipment is increased at this time, it is very likely to quickly trigger the distribution network overload, which is a warning-level risk. The system needs to intervene in advance to optimize the load distribution.

[0069] When the regional overload risk index is greater than or equal to the second threshold of 1.1, it is judged as a severe overload state. At this time, the total charging load of the entire area has obviously exceeded the safe carrying capacity of the distribution network. It is not only easy to cause charging piles to be interrupted and hardware failures, but also directly impact the operational stability of the street distribution network. It is an emergency high-risk state, and emergency load control measures must be activated immediately.

[0070] S13 calculates the aggregated index of overload risk for a single terminal device using the following formula:

[0071] Calculate the aggregated index of overload risk for a single terminal device; where R pile_overload P is an aggregated indicator of overload risk for a single terminal device. rated,i Let P be the rated power of the i-th terminal device. ch,i Let be the real-time charging power of the i-th terminal device, and 'a' be the power upper limit coefficient for a single device. For indicator functions; when R pile_overload When the value is ≥mN, it is determined to be an overload of a single terminal device, where N is the number of terminal devices currently in the charging state, and m is the adjustment coefficient.

[0072] In this embodiment, the system classifies the overload status of a single terminal device into two levels: no single terminal overload risk and single terminal overload. If the calculated single terminal device overload risk index does not reach the preset judgment threshold of 0.6N, the unit is judged to have no single terminal overload risk, which means that most of the charging piles in the current area are in the normal load range, only a few devices are close to the rated power, and there is no group full load condition. Individual devices will not become the main factor inducing overload in the area, and the overall operation of the terminal cluster is healthy.

[0073] Once the overload risk index of a single terminal device reaches or exceeds the preset threshold of 0.6N, it is determined to be a single terminal overload, indicating that a large number of terminal devices in the distribution area have their real-time charging power approaching their rated power, forming a situation of near-full load operation across the board. These high-load devices are the core source of increasing the total load of the area. Even if the overall load of the distribution area is not currently exceeding the standard, there is still a very high risk of overload, requiring targeted power limiting of high-load terminals to curb further load increases from the source. 2. Coordinated Dispatch Unit.

[0074] The collaborative scheduling unit is used to solve the power allocation model to allocate power to the charging terminal devices in the target street area; when it is determined that there is a single terminal overload, it executes the single terminal power limiting strategy; when it is determined that there is a potential area overload or severe overload, it generates an area load adjustment strategy by combining the charging priority, current load and charging progress of each terminal device, and issues power adjustment instructions to the terminal devices.

[0075] The collaborative scheduling unit is responsible for load management, power allocation, and issuing control commands. It also connects with the overload status judgment results from the upstream load analysis unit and outputs control strategies to all street light pole terminal equipment. Based on different on-site load operating conditions, this unit divides the work into three modes: normal power distribution, single terminal overload handling, and regional overload graded adjustment. It combines charging demand, equipment conditions, and charging progress to complete refined load regulation.

[0076] Under normal operating conditions where the network is running normally and the load analysis unit determines that there is neither regional overload nor single-terminal overload, the core task of the collaborative scheduling unit is to continuously solve the power allocation model and complete the basic power allocation for all charging terminal devices. In this embodiment, with the goal of minimizing overload risk and maximizing charging demand satisfaction, a power allocation model is constructed for power allocation; the power allocation model is as follows: , ; Its constraints are:

[0077] in, , P is the target weight. alloc,i For the power allocated to the i-th terminal device, R time_miss,i To mitigate the risk of missing time on a single terminal device, t now,i For the current time, t eff,i The effective charging time required to complete this charging is t deadline,i C is the user-defined departure time. available For the area's available charging capacity, R overload,iThis is the overload risk indicator for the i-th terminal device.

[0078] This power allocation model aims to balance grid operation risks with user charging demands, while being constrained by the total available charging capacity in the region and the rated power of individual terminals. The collaborative scheduling unit iteratively solves the model, not just after a single calculation. When scenarios such as new users scanning codes to connect to charging, vehicles stopping charging after full charge, or fluctuations in non-charging load occur, the unit immediately recalculates and dynamically updates the allocated power for each terminal. The power allocation scheme obtained through the model solution can proactively plan and balance the charging load across the entire region within the grid's safe carrying capacity, reducing the likelihood of multiple terminals operating at full load simultaneously and thus preventing overload.

[0079] When the load analysis unit determines that there is a regional-level single-terminal overload in the system, the coordinated scheduling unit will suspend the fine-tuning of the regular power allocation and prioritize the activation of the single-terminal power limiting strategy.

[0080] Single-terminal overload represents a cluster of terminals within a distribution area experiencing near-full load with real-time charging power approaching their rated power. These high-load terminals are a major hidden danger driving up the overall regional load and inducing area-wide overload; therefore, this strategy is a targeted, localized risk control measure. The collaborative scheduling unit first accurately identifies all high-load terminals whose real-time power exceeds a preset safety ratio based on data output from the load analysis unit, pinpointing the target devices requiring regulation. Then, according to preset rules, a power-limiting scheme is formulated to uniformly reduce the operating power of these terminals to within the safe range corresponding to their rated power. The single-terminal power-limiting strategy includes: Will The power limit of the terminal equipment is limited to The following; among which, P rated,i Let P be the rated power of the i-th terminal device. ch,i Let be the real-time charging power of the i-th terminal device, 'a' be the upper limit coefficient of power for a single device, and 'b' be the safety coefficient of power for a single device, where 1 > a > b > 0; in this embodiment, a = 0.9 and b = 0.7.

[0081] After the strategy is formulated, the unit sends power limiting commands to the target terminals in batches or individually via power line communication. Upon receiving the command, the terminal immediately adjusts the output power of the charging pile. Single-terminal power limiting operation is only carried out on a group of fully loaded devices and will not interfere with the normal operation of terminals. While quickly reducing localized concentrated loads, it minimizes the range of affected devices. After the power adjustment is completed, the terminal will send the new load data back to the main control node, where the load analysis unit will reassess whether the single-terminal overload state has been eliminated. If the risk is eliminated, the collaborative scheduling unit will return to the normal power allocation mode; if the risk still exists, it will be further optimized in conjunction with subsequent regional load strategies.

[0082] When the load analysis unit determines that the system has a potential regional overload or a severe regional overload, it means that the total charging load of the entire street's distribution transformer area has approached or even exceeded the grid's safe carrying capacity limit. The risk has been upgraded from a local single cluster to a risk to the entire grid. At this time, the collaborative scheduling unit will combine the terminal charging priority, the current load size, and the charging progress to generate a regional load adjustment strategy that covers the entire area, and issue power adjustment instructions to all charging terminals.

[0083] S231 The charging priority is calculated by integrating factors such as the urgency of charging as reported by the user when scanning the code, the overload risk of the charging pile itself, and the type of charging pile. This priority is used to differentiate the importance of different charging needs; terminals with higher priority require more immediate charging. Specifically, the comprehensive priority weight of a single terminal device is calculated based on the urgency of the charging need, the overload risk of the device, and the priority of the charging pile type, using the formula...

[0084] Calculate the overall priority weight; where, , , These are the weighting coefficients, and E urgency,i For the first The charging urgency of the device, R risk,i For the first Overload risk of the equipment, P priority,i Priority is given to pile type.

[0085] Current load refers to the actual charging power of a single terminal at the moment, used to distinguish between high-load and low-load devices. The adjustment range is set according to the load difference to avoid meaningless power reduction for low-load terminals. The charging progress is judged based on the user's preset departure time and the effective time required to complete charging, quantifying the risk of charging timeout. For terminals that are about to complete charging and have limited remaining available time, the power adjustment will be reduced as much as possible to prevent users from being unable to leave on time.

[0086] S232 is an early warning level for potential regional overload. At this point, the total load of the distribution area has not yet exceeded the safety limit, but the load margin is continuously decreasing, which is a risk state that can be moderately controlled. The coordinated dispatch unit will implement a regional power limiting strategy, that is, according to the comprehensive priority weight W... iIn the order from low to high, power allocation is gradually reduced for terminal devices with low priority, relatively high current load, and sufficient charging progress. The adjustment process is gradual and aims to gently reduce the overall load of the entire region. After the load drops back to the safe range and the overload risk is eliminated, power reduction stops, and the normal operating power of each terminal is gradually restored according to the power allocation model. The entire process will not have an obvious impact on users with high priority and tight charging time.

[0087] Specifically, the total amount of power reduced each time is: ; Where is the total amount of power reduced each time, P rated,i is the rated power of the i-th terminal device, K is the number of terminal devices whose power is reduced in this round, is the minimum reserved power ratio, which is taken as 0.1 in this embodiment.

[0088] S233 For the high-risk level of severe overload in the region, the total load of the transformer area has significantly exceeded the carrying capacity of the distribution network, and the total load must be quickly reduced. Higher adjustment intensity and execution efficiency are required. The coordinated dispatching unit will combine the execution results of the single-terminal power limit operation before. If the overall load of the entire region still does not return to the safe range after the single-terminal power limit operation, the regional load adjustment execution area power limit strategy will be officially started, power reduction will be carried out according to the comprehensive priority ranking, and at the same time, following the requirement of charging continuity, the lowest operating power will be reserved for each adjusted terminal, and the charging circuit will not be directly cut off to avoid forced interruption of charging services. After continuous iterative adjustment until the regional overload risk drops to the safe range, the allocated power of each terminal will be gradually increased in the order from high to low to restore the rated operating state of the equipment.

[0089] S24 When a terminal device finishes charging or stops charging, the power allocation model is re-solved, and the released capacity is allocated to the remaining charging devices.

[0090] When one or more terminal devices have two types of exit conditions, namely, charging completion and active charging stop, the terminal side will first complete the status report. If it is normal charging completion, the charging pile module inside the terminal detects that the vehicle battery is fully charged and automatically cuts off the charging output; if it is active charging stop, it includes situations such as the user scanning the code to manually terminate charging, the terminal temporarily malfunctioning and shutting down, and human shutting down the device. No matter which exit method, the load detection module built into the terminal will capture the load change of the charging power returning to zero in real time. Subsequently, the power line communication module of the terminal will pack the charging termination event, the latest load data of the device, the device number, and the location information and upload them to the main control node in real time.

[0091] After receiving a terminal exit signal, the main control node first performs a full-domain data update by the load analysis unit. The load analysis unit removes terminals that have stopped charging from the current list of charging devices, recalculates the number of all remaining charging terminals in the street, the real-time load of each terminal, and the total charging load of the area. Combined with the power grid supply parameters obtained from the distribution network interface, it recalculates the remaining surplus charging capacity of the current transformer area. The power space previously occupied by exiting terminals is transformed into surplus capacity available for allocation across the entire network, thus reducing the overall load pressure in the area. The load analysis unit then synchronously pushes the updated list of charging devices, load data, and surplus capacity information to the collaborative scheduling unit as the basis for the next round of power allocation.

[0092] After receiving the updated data, the collaborative scheduling unit initiates an iterative solution using a multi-objective optimized power allocation model. Once the new optimal power allocation scheme is calculated, the collaborative scheduling unit sends the target operating power for each charging terminal to the corresponding terminal device via the global power line communication network. Upon receiving the instruction, each terminal's charging pile module adjusts its power output.

[0093] S25 predicts charging power demand and corrects the safety margin factor used to calculate the available charging capacity in the region and the comprehensive priority weight used to generate the regional load adjustment strategy.

[0094] The master control node continuously monitors the load changes and charging progress of each terminal device. When a terminal device completes or stops charging, the collaborative scheduling unit, based on the optimized power allocation model, promptly re-solves the multi-objective power allocation model and allocates the released available capacity according to the comprehensive priority weight. The charging power is then restored to the remaining charging devices in descending order to achieve dynamic load balancing. Simultaneously, the Bi-LSTM load forecasting model analyzes historical load data to predict charging power under different time periods and weather conditions, allowing for advance adjustments to the safety margin coefficient. With priority weight By controlling key parameters such as load, predictive load adjustments can be made to prevent overload situations.

[0095] In this embodiment, the load prediction model uses a bidirectional long short-term memory network (Bi-LSTM) to predict ultra-short-term (15min) and short-term (1h) charging loads.

[0096] Specifically, let the model input sequence be... (For ultra-short-term tasks, sampled data within 15 minutes is used, with T=96 and d=5; for short-term tasks, hourly average data within 1 hour is used, with T=24 and d=5; the five input features are historical charging power, current, voltage, time period code, and weather code. Continuous physical quantities such as charging power, current, and voltage are first normalized to the [0,1] interval before input, i.e.) =(x ) / ( ), , The minimum / maximum value of the feature on the training set is taken; the time period encoding is normalized by dividing the number of hours by 23, and the weather encoding uses one-hot encoding. Normalization is only applied to the input of the Bi-LSTM model, and the main control node is used for... ,η, Real-time calculation of physical quantities and multi-target power allocation still use the original physical quantities after outlier removal.

[0097] The Bi-LSTM uses 64 hidden units and 2 network layers. The hidden states output by the forward LSTM and backward LSTM at time t are denoted as follows: , Then the bidirectional splicing at time t is characterized as follows: .

[0098] Then the predicted power is output through the fully connected layer. , in , Here are the weight matrix and bias terms for the fully connected layer; the model parameters are obtained through offline training using at least 30 days of historical charging load data. The loss function is Mean Squared Error (MSE), the optimizer is Adam, and the learning rate is 1×10⁻⁶. -3 Batch size 64, training rounds 100.

[0099] The prediction results are used to adjust the safety margin coefficient in advance. Priority weight With power allocation strategies, predictive and orderly charging is achieved.

[0100] S251 safety margin coefficient correction.

[0101] Specifically, the formula is used: , Corrections were made. Among them... To adjust the step size, This represents the actual load rate. This is the corrected safety margin factor; when the actual load rate is higher than the safe load rate threshold, Reducing the capacity makes the available charging capacity more conservative, and vice versa; to avoid iterative divergence, it is necessary to... Perform clamping: This ensures that the safety margin factor is always within a reasonable range for the project.

[0102] S252 priority weight optimization.

[0103] Specifically, using formulas , Corrections were made. Among them... As the attenuation factor, For the corresponding dimension of risk indicators ( (These correspond to urgency, overload risk, and pile type priority, respectively). The optimized weighting coefficients enable dynamic adaptation of priorities to changes in charging scenarios.

[0104] 3. Early Warning Unit. The early warning unit is used to send early warning information to the operation and maintenance backend and corresponding terminal devices when overload potential, severe overload, or equipment failure is detected.

[0105] When an area is determined to be at risk of overload or severely overloaded, or when a single terminal in the area is overloaded, or when a terminal device malfunctions, the early warning unit simultaneously triggers a dual overload early warning mechanism. At the same time, it sends the overload level of the distribution area, details of the single pile overload, and the current adjustment strategy to the operation and maintenance backend and the corresponding terminal device display screen. For devices whose power is limited or whose allocated power is reduced, the display screen will prompt the user with the current power limit level, minimum reserved power, and estimated recovery time. Operation and maintenance personnel will take timely action according to the early warning level. The terminal device will feed back the adjusted operating status to the main control node through the carrier communication module, forming a closed-loop control.

[0106] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0107] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a computer terminal (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0108] The embodiments of the present invention have been described above with reference to the accompanying drawings. However, the present invention is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of the present invention without departing from the spirit and scope of the claims. All of these forms are within the protection scope of the present invention.

Claims

1. A multi-pole collaborative shared charging network for streetlight pole charging stations based on carrier communication, characterized in that, Includes several terminal devices and a main control node; The terminal device is integrated into the main body of the street light pole and includes a charging pile module, a street light lighting module, and a load detection module. The load detection module is used to collect charging load data of the terminal device in real time. The terminal device integrates a communication module for accessing the power line communication network to realize data interaction between terminal devices and between the terminal devices and the main control node. The main control node is deployed at the power distribution node of the target street and establishes a communication connection with the terminal device through the power line communication network. The main control node accesses the urban power distribution network through a built-in power distribution network interface to obtain real-time power supply capacity data of the regional power grid, calculate the available charging capacity of the target street area, and then combine the charging load data of the terminal device to perform load scheduling and provide overload warning.

2. The multi-pole collaborative shared charging network for streetlight pole charging stations based on carrier communication as described in claim 1, characterized in that, The master control node utilizes the following formula: Calculate the available charging capacity for the target street area; where C available For the area's available charging capacity, S rated P is the rated power distribution capacity for the target street area. non_charge α represents the predicted value of non-charging load, and α is the safety margin coefficient.

3. The multi-pole collaborative shared charging network for streetlight pole charging stations based on carrier communication as described in claim 1, characterized in that, The main control node includes: a load analysis unit, used to receive load data uploaded by each terminal device and power supply capacity data uploaded by the distribution network interface, calculate regional overload risk indicators and single terminal device overload risk indicators, and complete the overload status classification judgment; the regional overload status includes no overload risk, overload risk, and severe overload, and the single terminal device overload status includes no single terminal overload risk and single terminal overload; a collaborative scheduling unit, used to solve the power allocation model to allocate power to the charging terminal devices in the target street area; when a single terminal overload is determined, a single terminal power limiting strategy is executed; when a regional overload risk or severe overload is determined, a regional load adjustment strategy is generated by combining the charging priority, current load, and charging progress of each terminal device, and a power adjustment command is issued to the terminal device; and an early warning unit, used to send early warning information to the operation and maintenance backend and the corresponding terminal device when an overload risk, severe overload, or equipment failure is detected.

4. The multi-pole collaborative shared charging network for streetlight pole charging stations based on carrier communication according to claim 3, characterized in that, With the objectives of minimizing overload risk and maximizing charging demand satisfaction, a power allocation model is constructed for power allocation; the power allocation model is as follows: ， ； Its constraints are: in, , P is the target weight. alloc,i For the power allocated to the i-th terminal device, R time_miss,i To mitigate the risk of missing time on a single terminal device, t now,i For the current time, t eff,i The effective charging time required to complete this charging is t deadline,i C is the user-defined departure time. available For the area's available charging capacity, R overload,i This is the overload risk indicator for the i-th terminal device.

5. A multi-pole collaborative shared charging network for streetlight pole charging stations based on carrier communication as described in claim 3, characterized in that, The method for classifying and determining overload conditions includes: Calculate the total charging load of the target street area; The overload risk index of the target street area is calculated based on the total charging load of the area, specifically using the formula: ， Calculate the overload risk index for the target street area; where R overload As an indicator of regional overload risk, Total charging load rate, P is the safe load rate threshold. total For the total charging load of the region, S rated R is the rated power distribution capacity for the target street area; when R overload When R is less than the first overload threshold, it is determined that there is no risk of overload; when R... overload When R is greater than or equal to the first overload threshold and less than the second overload threshold, it is considered a potential overload hazard; overload When the load exceeds the second overload threshold, it is considered a severe overload. The aggregated index of overload risk for a single terminal device is calculated using the following formula: Calculate the aggregated index of overload risk for a single terminal device; where R pile_overload P is an aggregated indicator of overload risk for a single terminal device. rated,i Let P be the rated power of the i-th terminal device. ch,i Let be the real-time charging power of the i-th terminal device, and 'a' be the power upper limit coefficient for a single device. For indicator functions; when R pile_overload When the value is ≥mN, it is determined to be an overload of a single terminal device, where N is the number of terminal devices currently in the charging state, and m is the adjustment coefficient.

6. A multi-pole collaborative shared charging network for streetlight pole charging stations based on carrier communication as described in claim 3, characterized in that, The single-terminal power limiting strategy includes: Will The power limit of the terminal equipment is limited to The following; among which, P rated,i Let P be the rated power of the i-th terminal device. ch,i Let be the real-time charging power of the i-th terminal device, where a is the upper limit coefficient of power for a single device, b is the safety coefficient of power for a single device, and 1 > a > b > 0.

7. A multi-pole collaborative shared charging network for streetlight pole charging stations based on carrier communication as described in claim 3, characterized in that, Methods for generating regional load adjustment strategies include: The comprehensive priority weight of a single terminal device is calculated based on the urgency of charging demand, equipment overload risk, and charging pile type priority. Specifically, this is achieved using the formula... Calculate the overall priority weight; where, , , These are the weighting coefficients, and E urgency,i For the first The charging urgency of the device, R risk,i For the first Overload risk of the equipment, P priority,i Priority is given to pile type; When a potential area overload is identified, an area power limiting strategy is implemented. This strategy involves sequentially reducing the allocated power of low-end devices in ascending order of comprehensive priority weight until there is no overload risk. The total power reduction in a single instance is: ; in, P represents the total power reduction in a single operation. rated,i Let K be the rated power of the i-th terminal device, and K be the number of terminal devices whose power has been reduced in this round. Minimum power retention ratio; When a region is determined to be severely overloaded, a single-terminal power limiting strategy is implemented. If the region is still at or above the level of overload risk after implementing the single-terminal power limiting strategy, the region power limiting strategy is implemented until there is no overload risk.

8. A multi-pole collaborative shared charging network for streetlight pole charging stations based on carrier communication as described in claim 3, characterized in that, When a terminal device finishes charging or stops charging, the power allocation model is resolved, and the released capacity is allocated to the remaining charging devices. Predict charging power demand and adjust the safety margin factor used to calculate the available charging capacity of the region and the comprehensive priority weight used to generate the regional load adjustment strategy.

9. A multi-pole collaborative shared charging network for streetlight pole charging stations based on carrier communication as described in claim 8, characterized in that, Using the formula: The safety margin factor is adjusted; among which, To adjust the step size, This represents the actual load rate. The corrected safety margin coefficient is α, where α is the safety margin coefficient. Using the formula: ， The priority weights are adjusted; among them, As the attenuation factor, For the corresponding risk indicators, These are the optimized weighting coefficients.

10. A multi-pole collaborative shared charging network for streetlight pole charging stations based on carrier communication according to claim 3, characterized in that, The terminal device casing is equipped with a unique, scannable QR code, which allows users to input the urgency of charging and the expected departure time via their mobile devices.

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