An orderly charging control method and system in offline mode

Abstract

The application relates to an orderly charging control method and system in an offline mode, and relates to the field of electric vehicle charging control, which comprises the following steps: when it is a direct current charging pile, the residual power of an electric vehicle is called from multi-source data; the output current power is called from the multi-source data based on the residual power, and the residual duration is determined according to the residual power and the output current power; the direct current priority of the vehicle when charging the direct current charging pile is determined according to the residual duration; the reference power is determined based on the direct current priority, and the residual power is determined in combination with the reference power and the preset total direct current charging power; the total power is calculated according to the residual power, and the quotient of the residual power and the total power is obtained to obtain the power proportion; the correction power is determined in combination with the power proportion and the residual power; and the direct current charging control instruction is generated in combination with the correction power and the reference power. The application has the effect of the accuracy of the charging strategy.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle charging control, and in particular to an orderly charging control method and system in offline mode. Background Technology

[0002] Orderly charging control technology refers to an intelligent collaborative control technology that relies on a cloud management platform to monitor the power grid load in real time, dynamically adjust the charging power and charging time of charging piles, and realize multi-vehicle staggered charging to alleviate the pressure on power distribution network.

[0003] In existing technologies, edge computing gateways are typically integrated inside electric vehicle charging piles and establish network communication with cloud management platforms to receive dynamic adjustment information from the platforms, thereby adjusting charging strategies.

[0004] When network communication is interrupted, the charging pile lacks local autonomous decision-making capabilities and emergency power supply guarantees, which leads to a decrease in the accuracy of the charging pile's charging strategy. Summary of the Invention

[0005] To improve the accuracy of charging strategies, this invention provides an orderly charging control method and system in offline mode.

[0006] In a first aspect, the present invention provides an orderly charging control method in offline mode, which adopts the following technical solution: An orderly charging control method in offline mode includes: Step 100: Collect multi-source data and determine voltage data from the multi-source data; Step 101: When the voltage data is less than a preset voltage threshold, a circuit discharge command is generated in response to the voltage data, and the equipment model of the charging pile is determined according to the circuit discharge command; Step 102: When the device model is a DC charging pile, retrieve the remaining power of the electric vehicle from the multi-source data; Step 103: Based on the remaining power, retrieve the DC output current power from the multi-source data, and determine the remaining duration according to the remaining power and the output current power; Step 104: Determine the DC priority when the vehicle is charged using a DC charging pile according to the remaining time. Step 105: Determine the reference power based on the DC priority, and determine the remaining power by combining the reference power with the preset total DC charging power; Step 106: Calculate the total power consumption based on the remaining power consumption, and calculate the quotient of the remaining power consumption and the total power consumption to obtain the power consumption percentage; Step 107: Determine the corrected power based on the battery percentage and remaining power; Step 108: Generate DC charging control commands based on the corrected power and the reference power.

[0007] By adopting the above technical solution, when a voltage drop in the charging pile is detected, the trigger circuit discharges to switch the charging pile to offline mode. When the charging pile is a DC charging pile, the remaining power of the electric vehicle is collected to determine the power of each vehicle during charging, and finally a DC charging control command is generated, which improves the accuracy of the charging strategy in offline mode.

[0008] Optionally, it also includes a method for generating AC charging control commands, the method comprising: Step 109: When the device model is an AC charging pile, retrieve the charging quantity from the multi-source data; Step 110: Determine the duration of a single charging pile based on the number of charges and the preset rotation time; Step 111: Retrieve the charging time from the multi-source data and determine the full charge order based on the charging time; Step 112: Retrieve the current time from the multi-source data, and determine the full charge number based on the current time, charging time, and full charge sequence; Step 113: Determine the remaining number based on the full-capacity number, and determine the remaining AC power based on the full-capacity number and the preset total AC charging power; Step 114: Determine the average power by combining the remaining AC power and the remaining number; Step 115: Retrieve historical duration data and current charging duration based on the remaining serial number; Step 116: Determine the remaining AC charging time by combining the historical duration data and the current charging time; Step 117: Determine the duration order based on the remaining communication duration, and determine the adjustment weight according to the duration order; Step 118: Determine the charging power according to the average power and adjustment weight; Step 119: Generate AC charging control instructions based on the charging power, remaining number, and full charge sequence.

[0009] By adopting the above technical solution, when the equipment model is an AC charging pile, the duration of a single pile is determined based on the number of electric vehicles being charged and their rotation time. This, combined with the order of charging, determines the order of full capacity. Furthermore, the charging curve is fitted based on historical and current data to estimate the remaining AC charging time. Finally, the charging power of each vehicle is determined based on the remaining time, thus improving the accuracy of the charging strategy in offline situations.

[0010] Optionally, it also includes a method for generating time-charging control commands, the method comprising: Step 120: When the device model is an AC charging pile, retrieve the AC output current power from the multi-source data; Step 121: Determine the remaining power available for allocation based on the AC output current power; Step 122: Determine the new number based on the multi-source data, and determine the new power based on the new number; Step 123: When the newly added power is greater than the allocated power, determine the charging number based on the multi-source data, and determine the time sequence by combining the charging number and the charging time; Step 124: Determine the time weight based on the time sequence, and determine the power gap by combining the newly added power and the allocated power; Step 125: Determine the power reduction based on the time weight and power gap, and determine the adjustment power based on the power reduction and AC output current power; Step 126: Charge the device according to the power generation time adjustment command.

[0011] By adopting the above technical solution, when the available power of the AC charging pile is insufficient to meet the needs of new vehicles, the charging time sequence and time weight of the existing charging vehicles are generated, and the power reduction of each vehicle is calculated accordingly to fill the power gap, balance the power reduction of each vehicle, and improve the accuracy of the charging strategy in offline situations.

[0012] Optionally, it also includes a method for generating charging operation commands, wherein the method for generating charging operation commands further includes: Step 200: Determine the full charge time based on the multi-source data, and retrieve monitoring data from the multi-source data based on the full charge time; Step 201: Determine the vehicle model and wheel positioning based on the monitoring data; Step 202: When the wheel positioning falls within the preset positioning range and the wheel positioning does not change within the preset time window, the charging positioning of the vehicle charging port is determined by combining the wheel positioning and the vehicle model. Step 203: Based on the charging positioning, retrieve the electric gun positioning of the charging head from the multi-source data; Step 204: Determine the theoretical route by combining the electric gun positioning and charging positioning; Step 205: Determine the charging force according to the vehicle model, and determine the swing distance based on the charging force and the preset electric gun mass; Step 206: Determine the running route by combining the theoretical route and the swing distance; Step 207: Generate a charging operation command based on the operating route, and execute the charging operation command by a preset charging mechanism.

[0013] By adopting the above technical solution, after the current vehicle is fully charged, the system retrieves monitoring data to locate the next vehicle to be charged, thereby determining the coordinates of the charging port. Then, based on the vehicle model, it generates the running route of the charging gun and hands it over to the charging mechanism for execution, enabling the charging pile to operate continuously without human intervention in offline mode.

[0014] Optionally, the method for correcting the charging operation command further includes: Step 208: Retrieve video data from multi-source data in response to the charging operation command; Step 209: Determine door data in response to the video data, and determine door opening degree based on the door data; Step 210: Determine the person's intention to get off the vehicle based on the door opening degree; Step 211: Determine the degree and frequency of the vehicle body offset based on the video data, and determine the weight of the person by combining the door opening, degree and frequency of the offset; Step 212: Determine the lifting distance of the suspension when the person gets off the vehicle based on the person's weight; Step 213: Determine the positional change based on the aforementioned ascent distance; Step 214: Update the charging location based on the location change.

[0015] By adopting the above technical solution, the vehicle suspension will change when people get out of the vehicle, which will cause the coordinates of the charging port to change. At this time, the degree and frequency of vehicle body offset are monitored to identify the intention of people getting out of the vehicle. Then, the weight of the people is inferred by combining the door opening, and the distance of the charging port rise caused by the compression and rebound of the suspension is calculated and the charging position is updated, which improves the accuracy of unmanned continuous operation of charging piles.

[0016] Optionally, the method for correcting the charging operation command further includes: Step 215: Determine the disembarkation characteristics based on the video data, and determine the person's intention based on the disembarkation characteristics; Step 216: Determine the personnel's trajectory according to their stated intentions; Step 217: Determine the obstruction area by combining the personnel trajectory and running route; Step 218: Determine the estimated time for the charging head to reach the obstruction area based on the charging operation command; Step 219: Determine the time difference based on the estimated time and personnel trajectory; Step 220: When the time difference is less than a preset difference threshold, determine the pause time based on the time difference; Step 221: Update the charging operation command according to the pause time.

[0017] By adopting the above technical solution, when a person gets out of the vehicle, they may collide with the charging gun. At this time, the movement trajectory of the person getting out of the vehicle is predicted based on video data, and the spatiotemporal overlap calculation is performed in combination with the running route of the charging head. The obstruction area is predicted and the time difference between the charging head and the person reaching the obstruction area is estimated. Thus, when the time difference is small, the movement of the charging head is paused, which improves the safety of unmanned continuous operation of the charging pile.

[0018] Optionally, it also includes a method for generating charging adjustment commands, the method for generating charging adjustment commands including: Step 300: When the DC output current power or AC output current power is greater than the preset output threshold, determine the swing of the charging pile's transmission line based on the video data; Step 301: Determine the influence intensity based on the described oscillation situation; Step 302: When the influence intensity is greater than the preset force threshold, determine the theoretical offset trajectory of the charging head based on the influence intensity; Step 303: Determine the lateral acceleration and longitudinal acceleration at the midpoint of the transmission line according to the offset trajectory, and determine the reference acceleration based on the lateral acceleration; Step 304: Determine the amplification factor according to the longitudinal acceleration, and determine the adjustment acceleration in combination with the amplification factor and the reference acceleration; Step 305: Determine the displacement path of the charging mechanism over time based on the adjusted acceleration; Step 306: Generate a charging adjustment command according to the displacement path.

[0019] By adopting the above technical solution, when an electric vehicle starts charging, the swaying of the transmission line may cause changes in the connection between the charging port and the charging gun. At this time, the influence intensity is calculated based on the swaying of the transmission line. If the intensity exceeds the threshold, the offset trajectory of the charging head is fitted, and then the displacement compensation path is determined, which improves the safety of unmanned continuous operation of the charging pile.

[0020] Optionally, it also includes a method for generating mechanism lifting instructions, the method comprising: Step 400: Determine the lens fog of the camera according to the video data, and determine the ambient humidity based on the lens fog; Step 401: When the ambient humidity is greater than a preset humidity threshold, determine the degree of sag of the transmission line based on the video data; Step 402: Determine the number of water droplets adhering to the surface of the transmission line based on the degree of sag; Step 403: Determine the sliding angle according to the attached water droplets, and determine the lifting distance according to the sliding angle and the preset inherent parameters; Step 404: Lift according to the lifting distance generation mechanism instructions.

[0021] By adopting the above technical solution, water droplets will adhere to the surface of the transmission line in a high-humidity environment. At this time, the ambient humidity is determined by video data collected by the camera. Under high humidity conditions, the degree of sag of the transmission line is detected to determine the water droplets on the surface. Then, the angle required for the water droplets to slide off is calculated, thereby determining the lifting distance and controlling the charging mechanism to lift, so that the water droplets fall off naturally, improving the safety of unmanned continuous operation of the charging pile.

[0022] Optionally, the method for updating the displacement path further includes: Step 405: In response to the lifting command of the mechanism, identify the adjusted sag distance of the transmission line from the video data; Step 406: Determine the pulley coordinates based on the drooping distance, and determine the pulley distance in combination with the pulley coordinates; Step 407: Determine the weight difference of the transmission line based on the droop distance and pulley distance; Step 408: Determine the shaking force according to the weight difference, and determine the amplification factor based on the shaking force; Step 409: Update the displacement path according to the amplification factor.

[0023] By adopting the above technical solution, residual water droplets may remain on the surface of the transmission line. By recognizing the adjusted sag distance of the transmission line through video and combining the difference in pulley coordinates between the two sections of the transmission line to determine the weight difference, the jitter force and amplification coefficient are corrected and the displacement path is updated, so that the residual water droplets on the surface of the transmission line fall off, thus improving the safety of unmanned continuous operation of the charging pile.

[0024] Secondly, the present invention provides an orderly charging control system in offline mode, which adopts the following technical solution: An emergency power supply module is used to supply power to the offline switching arbitration module when communication between the communication module and the cloud management platform is interrupted; The offline switching arbitration module is used to switch the charging station to offline mode; The communication module is used to establish a network communication link between the edge computing gateway and the cloud management platform; The data acquisition module is used to collect data from multiple sources. The processor is used to analyze and process programs in the storage module; A storage module is used to store the program of an ordered charging control method in offline mode as described in any one of the claims.

[0025] By adopting the above technical solution, when a voltage drop in the charging pile is detected, the trigger circuit discharges to switch the charging pile to offline mode. When the charging pile is a DC charging pile, the remaining power of the electric vehicle is collected to determine the power of each vehicle during charging, and finally a DC charging control command is generated, which improves the accuracy of the charging strategy in offline mode.

[0026] In summary, the present invention has at least one of the following beneficial technical effects: 1. In offline mode, DC charging piles collect the remaining power of electric vehicles to determine the charging power of each vehicle and finally generate DC charging control commands, which improves the accuracy of charging strategies in offline situations. 2. In offline mode, the AC charging station determines the charging power of each vehicle based on the number of electric vehicles being charged, their rotation time, the order of charging, and the remaining AC charging time, thus improving the accuracy of the charging strategy in offline situations. 3. Based on the charging time of the charging vehicles, the power reduction of each charging vehicle is calculated to fill the power gap, balance the power reduction of each vehicle, and improve the accuracy of the charging strategy in offline situations. Attached Figure Description

[0027] Figure 1 This is a diagram of an orderly charging control system in offline mode; Figure 2 This is a flowchart of an orderly charging control method in offline mode; Figure 3 This is a flowchart of the charging strategy for charging stations; Figure 4 This is a schematic diagram of the charging mechanism.

[0028] The parts referred to by the numbers in the above attached diagrams are as follows: 1. Emergency power supply module; 2. Offline switching arbitration module; 3. Communication module; 4. Data acquisition module; 5. Processor; 6. Storage module. Detailed Implementation

[0029] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0030] This invention discloses an orderly charging control method and system in offline mode.

[0031] Reference Figure 1 An orderly charging control system in offline mode includes an emergency power supply module 1, an offline switching arbitration module 2, a communication module 3, a data acquisition module 4, a processor 5, and a storage module 6.

[0032] Emergency power supply module 1 is used to supply power to offline switching arbitration module 2 when communication between communication module 3 and cloud management platform is interrupted.

[0033] Emergency power supply module 1 (supercapacitor + DC-DC) releases energy during grid dips to maintain the arbitration module for ≥30s. It continues to supply power after a power outage, eliminating control loss and ensuring millisecond-level disconnection, a single full-pile power calculation (3.2μs), and log writing to non-volatile storage.

[0034] The offline switching arbitration module 2 is used to switch the charging pile to offline mode.

[0035] The offline switching arbitration module 2 independently connects to each unit. The communication module monitors TCP heartbeat every 31 seconds. If there is no response for 5 consecutive times, an interruption is detected and reported. At this time, the arbitration module sends a switching signal in milliseconds, simultaneously starting emergency power supply, activating the policy library, and notifying the FPGA to switch to local calculation to avoid uncontrolled gaps. Link recovery: During offline operation, TCP is reconnected every 5 seconds. After recovery, arbitration triggers online switching. The FPGA maintains the current instructions until a new policy is issued from the cloud. Switching power fluctuation is <0.3kW. Safe shutdown: When the supercapacitor charge is <10%, the power of all piles is reduced to 1.76kW, and after writing to the critical log, the power supply of each module is turned off.

[0036] Communication module 3 is used to establish a network communication link between the edge computing gateway and the cloud management platform.

[0037] Communication module 3 includes a 4G / 5G communication module and a wired Ethernet interface, supporting dual-link redundant communication. The communication module has a built-in heartbeat detection mechanism, which sends a heartbeat signal to the cloud management platform at a 1-second interval. If no heartbeat response is received from the cloud management platform for three consecutive times, the communication connection is determined to be interrupted.

[0038] Acquisition module 4 is used to acquire multi-source data.

[0039] The acquisition module 4 includes a voltage sensor, a current sensor, a data acquisition chip, a communication chip, and a camera. The voltage sensor and current sensor are used to acquire the voltage data, output current, and power of the charging pile in real time. The data acquisition chip is used to acquire the device model, current time, battery status data fed back by the vehicle BMS, and historical charging record data. The camera is used to acquire monitoring data.

[0040] Processor 5 is used to analyze and process the program in storage module 6.

[0041] Processor 5 includes a programmable logic chip with pre-built parallel power allocation calculation logic. The programmable logic chip executes differentiated calculation paths based on the current strategy type and charging pile type. Storage module 6 is used to store the program of an orderly charging control method in offline mode as described in any one of the claims.

[0042] Storage module 6 includes a strategy preset library, which contains non-volatile memory that stores data stored inside the charging pile, including the charging pile number and its corresponding rated power, voltage threshold, maximum DC charging power, maximum AC charging power, rotation time, as well as camera calibration parameters and ground constraints, vehicle parameter library, electric gun positioning, transmission line length, total battery capacity, vehicle number, historical duration data, and positioning range.

[0043] Reference Figure 2 and 3 Based on the same inventive concept, embodiments of the present invention provide an orderly charging control method in offline mode, comprising: Step 100: Collect multi-source data and determine voltage data from the multi-source data.

[0044] Multi-source data refers to the collection of various data acquired during the operation of an orderly charging control system in an offline mode. Multi-source data is collected through acquisition module 4, including the voltage data and equipment model of the charging pile, the output current and power of the charging pile, the current time, the battery status data fed back by the vehicle BMS, historical charging record data, electric gun positioning, voltage data, charging time and monitoring data.

[0045] Voltage data refers to the real-time voltage of the circuit connected to the control system inside the charging pile, which is the power supply voltage of the communication chip and can be read from multiple data sources.

[0046] Step 101: When the voltage data is less than a preset voltage threshold, a circuit discharge command is generated in response to the voltage data, and the equipment model of the charging pile is determined according to the circuit discharge command.

[0047] The voltage threshold is a critical value used to determine whether the voltage data is within the normal power supply range. The voltage threshold can be preset to 323V by the staff. When the voltage data is less than the voltage threshold, it means that the communication chip cannot work properly, and at this time it is determined that the external power supply is interrupted.

[0048] The loop discharge command refers to the command that controls the supercapacitor to release electrical energy to the charging pile control system. The voltage data is decoded to obtain decoded data, and then Boolean operations are performed on the decoded data to generate the loop discharge command, so that the charging pile can still maintain the normal operation of the control system when it is offline.

[0049] The device model refers to the type identifier of the current charging pile. The device type code preset at the factory can be retrieved from multi-source data. When the device type code is 0x01, it represents a DC charging pile, and when the device type code is 0x02, it represents an AC charging pile.

[0050] Step 102: When the device model is a DC charging pile, retrieve the remaining power of the electric vehicle from the multi-source data.

[0051] Remaining power refers to the current state of charge of the electric vehicle's power battery. The charging pile sends a standard data frame to the vehicle's BMS (Battery Management System). After receiving the standard data frame, the vehicle's BMS encapsulates its remaining power and sends it back to the charging pile. The charging pile receives and decodes the response data frame to obtain the remaining power. The communication frame period is no more than 100ms. The minimum resolution of the remaining power is preset to 0.1%.

[0052] Step 103: Based on the remaining power, retrieve the DC output current power from the multi-source data, and determine the remaining duration according to the remaining power and the output current power.

[0053] DC output current power refers to the current output power of each charging gun in a DC charging pile. The output current power can be read from multi-source data.

[0054] The remaining time refers to the time required to charge the electric vehicle's power battery from its current remaining charge to full charge. The required charging capacity can be calculated using the formula: Required charging capacity = Total battery capacity * (100% - Remaining charge). The remaining time can be calculated using the formula: Remaining time = Required charging capacity / Output current power. The total battery capacity can be read from storage module 6.

[0055] Step 104: Determine the DC priority when the vehicle is charged using a DC charging station according to the remaining time.

[0056] DC priority refers to the order in which DC charging vehicles are prioritized during power allocation. It is used to determine the order in which power is allocated. The shorter the remaining time of a vehicle, the closer it is to being fully charged, and therefore the higher its DC priority. The remaining time of each vehicle can be sorted from shortest to longest as the DC priority.

[0057] Step 105: Determine the reference power based on the DC priority, and determine the remaining power by combining the reference power with the preset total DC charging power.

[0058] The reference power refers to the power allocated to the charging vehicle with the highest DC priority. The reference power of the charging pile corresponding to the charging vehicle with the highest DC priority can be set as the rated power of the charging pile. Then, the remaining power is obtained by subtracting the full power value of the highest priority vehicle from the preset total DC charging power.

[0059] Residual power refers to the available power remaining after deducting the power consumed by the highest priority vehicle operating at full power from the total power of the DC grid. It can be calculated using the formula: Residual power = Total power of DC grid - Full power value of the highest priority vehicle.

[0060] Step 106: Calculate the total power consumption based on the remaining power consumption, and calculate the quotient of the remaining power consumption and the total power consumption to obtain the power consumption percentage.

[0061] The total power consumption refers to the sum of the remaining power consumption that electric vehicles, excluding those with the highest DC priority, need to replenish. This can be achieved by summing up the remaining power consumption of the electric vehicles excluding those with the highest DC priority.

[0062] Battery percentage refers to the proportion of a vehicle's remaining battery power to its total battery power. It is used to allocate charging power and can be calculated using the formula: Battery percentage = Remaining battery power / Total battery power.

[0063] Step 107: Determine the corrected power based on the battery percentage and remaining power.

[0064] Corrected power refers to the power allocated to vehicles other than the charging vehicle with the highest DC priority. The product of the remaining power and the percentage of electricity consumption can be used as the corrected power for that vehicle, thereby achieving a dynamic allocation strategy where the highest priority vehicle operates at full power and the remaining vehicles share the remaining power according to their remaining electricity consumption.

[0065] Step 108: Generate DC charging control commands based on the corrected power and the reference power.

[0066] DC charging control command refers to the command to control the output power of DC charging pile to the target value. The modified power and the reference power are decoded to obtain the decoded data. The target charging power of the vehicle with the highest DC priority is set as the reference power, and the charging power of the other vehicles is set as the corresponding modified power as the target charging power of that vehicle.

[0067] If there is remaining charging time (T_remain_bms) with a BMS, power is allocated according to the remaining charging time. If there is no BMS and the proportion of charging piles in use to the total number of charging piles (dc_ratio) is no more than 50%, the power is allocated equally according to the SOC ratio. If the proportion (dc_ratio) is greater than 50% and there are special users (VIP users), a minimum of 3.5kW is guaranteed. If the proportion (dc_ratio) is greater than 80% and the total power is tight, the number is limited on a first-come, first-served basis.

[0068] Methods for generating AC charging control commands include: Step 109: When the device model is an AC charging pile, retrieve the charging quantity from the multi-source data.

[0069] The number of electric vehicles currently connected to the AC charging pile is the number of electric vehicles that need to be charged. The acquisition module 4 can poll and collect the access status and output parameters of all charging guns one by one, count the charging guns whose output current and power are not zero, and finally obtain the statistical value as the number of electric vehicles that need to be charged.

[0070] Step 110: Determine the duration of a single pile based on the number of charges and the preset rotation time.

[0071] The turnaround time refers to the total time it takes for an AC charging pile to complete one round of charging for all connected vehicles. It can be read from storage module 6. The turnaround time can be preset to 60 minutes by staff.

[0072] The single-pile duration refers to the continuous charging time that a single vehicle can spend in one cycle. The quotient of the cycle time and the number of charges can be used as the single-pile duration. The more vehicles that charge, the shorter the single-pile duration for each vehicle, in order to ensure fair charging for all connected vehicles.

[0073] Step 111: Retrieve the charging time from the multi-source data and determine the full charge order based on the charging time.

[0074] Charging time refers to the timestamp when each vehicle connects to the charging pile and begins charging. It can be obtained from multi-source data when the output current power of each AC charging pile is not zero.

[0075] Full capacity order refers to the order in which vehicles are arranged according to their charging time from earliest to latest. Vehicles with earlier charging times will enter the full capacity charging cycle first.

[0076] Step 112: Retrieve the current time from the multi-source data, and determine the full charge number based on the current time, charging time, and full charge sequence.

[0077] The present time refers to the current real-time time, which can be read from multiple data sources.

[0078] The full-capacity number refers to the number of the vehicle currently charging at full power. The time interval can be calculated by taking the difference between the current time and the earliest charging time. Then, the number of cycles is determined by the quotient of the time interval and the duration of a single charging station. The vehicle number corresponding to the number of cycles is then read from the full-capacity sequence as the full-capacity number. The vehicle number is the charging station number corresponding to the electric vehicle that is currently charging, which can be read from the storage module 6.

[0079] Step 113: Determine the remaining number based on the full-capacity number, and determine the remaining AC power based on the full-capacity number and the preset total AC charging power.

[0080] The remaining number refers to the number of the vehicle that has not yet completed full charging, excluding the vehicle with the current full-charging number. The remaining number can be the number remaining after removing the full-charging number from all vehicle numbers.

[0081] The remaining AC power refers to the power value that can be allocated to other vehicles after deducting the power consumed by the vehicle corresponding to the full-rated number from the total AC charging power. The total AC charging power refers to the upper limit of the total power that can be allocated to all AC charging piles in the charging station, which can be read from the storage module 6. The total AC charging power can be preset to 40kW by the staff. The rated power of the vehicle corresponding to the full-rated number can be read from the storage module 6.

[0082] Step 114: Determine the average power by combining the remaining AC power and the remaining number.

[0083] Average power refers to the target power value allocated to each vehicle when the remaining AC power is evenly distributed among all vehicles except those with full quota numbers. The number of remaining numbers can be counted as the total number of vehicles, and the quotient of the remaining AC power and the total number of vehicles can be used as the average power.

[0084] Step 115: Retrieve historical duration data and current charging duration based on the remaining number.

[0085] Historical duration data refers to the historical charging duration records of the vehicles corresponding to the remaining numbers during past charging processes, which can be read from storage module 6.

[0086] The current charging time refers to the time the vehicle has been charging in the current cycle, which can be obtained by subtracting the charging time of the vehicle from the current time.

[0087] Step 116: Determine the remaining AC charging time by combining the historical duration data and the current charging time.

[0088] The remaining charging time refers to the time required for the vehicle to be fully charged. The total charging time can be predicted based on historical charging time data using parametric regression techniques. The difference between the current total charging time and the current charging time is then calculated as the remaining charging time. A linear model can be established by using historical frequency as the independent variable and duration as the dependent variable. The current frequency can then be substituted into the linear model to obtain the current total charging time.

[0089] Step 117: Determine the duration order based on the remaining communication duration, and determine the adjustment weight according to the duration order.

[0090] The time order refers to the order in which the remaining vehicles are sorted from shortest to longest remaining AC time. The shorter the remaining AC time, the faster the vehicle will be fully charged. In the subsequent power allocation, priority should be given to ensuring that the vehicle is fully charged. The remaining AC time can be arranged from smallest to largest, and the sequence number can be used as the time order.

[0091] Adjustment weight refers to the weighting coefficient assigned to each vehicle based on the time sequence. It is used to quantify the priority of each vehicle when allocating power. The earlier the time sequence, the faster the vehicle is fully charged, and the greater the adjustment weight. The adjustment weight corresponding to the time sequence can be found in the adjustment weight correspondence table, which is a data table that records different time sequences and their corresponding adjustment weights.

[0092] The weighting table is established through simulation and experimental calibration: Monte Carlo simulation fits an initial mapping where weights decrease with the remaining time; actual AC pile experiments optimize the weights based on the standard deviation of completion time and the longest completion time, achieving reasonable tilting without affecting the overall performance. Calibration data is used to create an online update lookup table, dynamically fine-tuned according to real-time load to ensure adaptability and reliability. In this embodiment, the weighting table, time weighting table, swing distance table, disembarkation intention table, base weight table, door coefficient table, ascent distance table, impact intensity table, amplification coefficient table, environmental humidity table from step 400, attached water droplet table, slip angle table, weight difference table, shaking intensity table, and amplification coefficient table can all be established using the above-mentioned combination of actual and simulation methods.

[0093] Step 118: Determine the charging power according to the average power and adjustment weight.

[0094] Charging power refers to the target charging power value of each remaining vehicle in offline mode. The product of the average power and the adjustment weight of the vehicle can be used as the charging power. Thus, under the premise of fixed AC remaining power, vehicles that are close to being fully charged can obtain higher charging power and accelerate their charging process.

[0095] Step 119: Generate AC charging control instructions based on the charging power, remaining number, and full charge sequence.

[0096] AC charging control commands are instructions that control the output power of AC charging piles to the target value. The charging power, remaining number, and full-capacity sequence are decoded to obtain decoded data. Boolean operations are then performed on the decoded data to generate AC charging control commands. The target charging power of the vehicle corresponding to the full-capacity number is set to the rated power, and the charging power corresponding to each remaining number is assigned to the corresponding vehicle.

[0097] Alternatively, the power of all AC charging piles can be evenly distributed, meaning that all AC charging piles can be controlled to output power at an average rate.

[0098] Methods for generating time-based charging control commands include: Step 120: When the device model is an AC charging pile, retrieve the AC output current power from the multi-source data.

[0099] AC output current power refers to the current output power of each charging gun in the AC charging pile. The output current power can be read from multi-source data.

[0100] Step 121: Determine the remaining power available for allocation based on the AC output current power.

[0101] The allocated power refers to the remaining power capacity that the AC charging pile can allocate to the new vehicle at the current moment. It can calculate the sum of the output current power of all AC charging piles as the total power, and calculate the difference between the total power that the AC charging pile can bear and the total power as the allocated power. It can read the upper limit of the total AC charging power from the storage module 6 as the total power that the AC charging pile can bear.

[0102] Step 122: Determine the new number based on the multi-source data, and determine the new power based on the new number.

[0103] The newly added number refers to the number of the AC charging pile corresponding to the newly connected vehicle. The number of the newly added vehicle can be determined by detecting the characteristic of the output current power of the charging pile increasing from zero by the acquisition module 4.

[0104] The new power refers to the rated power of the AC charging pile corresponding to the new vehicle. The rated power of the charging pile corresponding to the new vehicle number can be read from the storage module 6 as the new power.

[0105] Step 123: When the newly added power is greater than the allocated power, determine the charging number based on the multi-source data, and determine the time sequence by combining the charging number and the charging time.

[0106] When the newly added power exceeds the allocated power, it means that the remaining power capacity of the current AC charging pile is insufficient to meet the charging power demand of the new vehicle. In this case, the charging power of the existing vehicles needs to be redistributed to make room for power.

[0107] The charging number refers to the set of numbers of all vehicles currently charging. The charging number can be obtained from the multi-source data of AC charging piles whose output current and power are not zero.

[0108] Time sequence refers to the order in which vehicles corresponding to charging numbers are sorted according to their charging time from earliest to latest. The earlier the charging time, the longer the vehicle has been connected. When it is necessary to reduce the power, priority should be given to reducing the power of vehicles with shorter connection times to ensure the charging rights of vehicles that are connected first. The sequence number can be used as the time sequence, and the time sequence includes the charging number.

[0109] Step 124: Determine the time weight based on the time sequence, and determine the power gap by combining the newly added power and the allocated power.

[0110] Time weight refers to the weighting coefficient assigned to each vehicle based on its time sequence when power is reduced. The later the time sequence, the more power reduction that vehicle should bear, and the greater its time weight. The time weight corresponding to the time sequence can be found in the time weight correspondence table, which records the correspondence between different time sequences and their corresponding time weights.

[0111] The power gap refers to the difference between the newly added power and the allocated power, that is, the part of the available power that is insufficient to meet the demand of new vehicles. It can be calculated using the formula: Power Gap = New Power - Allocated Power.

[0112] Step 125: Determine the power reduction based on the time weight and power gap, and determine the adjustment power based on the power reduction and AC output current power.

[0113] The power reduction refers to the power reduction value that each existing charging vehicle needs to reduce. It is used to aggregate the reduced power to fill the power gap. The ratio of the time weight of each vehicle to the sum of the time weights of all vehicles can be used as the reduction ratio of that vehicle. The product of the power gap and the reduction ratio is calculated as the power reduction.

[0114] Adjusted power refers to the target charging power value after reducing the power of each existing charging vehicle. The difference between the current actual charging power of the vehicle and the corresponding reduction power can be used as the adjusted power.

[0115] Step 126: Charge the device according to the power generation time adjustment command.

[0116] The time-based charging control command refers to the command that controls the existing charging vehicle to reduce its current power to an adjusted power. The adjusted power is decoded to obtain decoded data, and then Boolean operations are performed on the decoded data to generate the time-based charging control command.

[0117] When the total number of AC charging piles (M) connected is no more than 4, the remaining power is distributed equally. If it is more than 4 and the power is tight, the time slot is rotated. For users with high confidence in the past, a weighting coefficient of 1.2 is used. When the power is insufficient, they are connected first according to the access order. The total number of AC charging piles connected at present is the number of charging piles.

[0118] Reference Figure 4 The method for generating charging operation commands also includes: Step 200: Determine the full charge time based on the multi-source data, and retrieve monitoring data from the multi-source data based on the full charge time.

[0119] The full charge time refers to the estimated time when the vehicle reaches full charge, which can be defined as the moment when the output current of the charging pile becomes zero.

[0120] Monitoring data refers to image data of vehicles and the environment inside the charging station captured by cameras. It is used to identify the position and posture of vehicles to be charged and can be read from multiple data sources.

[0121] Step 201: Determine the vehicle model and wheel positioning based on the monitoring data.

[0122] The vehicle model refers to the manufacturer and model information of the vehicle to be charged, which can be identified through video recognition technology.

[0123] Wheel alignment refers to the three-dimensional spatial coordinates of the center points of the four wheel hubs of a vehicle in the coordinate system of the charging station. The three-dimensional coordinates of the wheel hub center points can be calculated by using the two-dimensional image coordinates, calibration parameters, and ground constraints of the wheels in the monitoring data and by using inverse perspective projection transformation. The calibration parameters of the camera and the ground constraints can be read from the storage module 6.

[0124] Step 202: When the wheel positioning falls within the preset positioning range and the wheel positioning does not change within the preset time window, the charging positioning of the vehicle charging port is determined by combining the wheel positioning and the vehicle model.

[0125] The positioning range refers to the standard range of positions within the charging station where the vehicle completes its parking. It is used to determine whether the vehicle has come to a complete stop. The positioning range can be read from the storage module 6.

[0126] The time window refers to the threshold duration for determining whether a vehicle has come to a complete stop. When the wheel alignment remains unchanged within the time window, it means that the vehicle has come to a complete stop. The time window can be preset to 3 seconds by the staff.

[0127] Charging positioning refers to the three-dimensional spatial coordinates of the vehicle's charging port in the charging station's coordinate system. The offset of the charging port relative to the wheel positioning can be queried from the pre-stored vehicle parameter database based on the vehicle model. The absolute coordinates of the charging port can then be calculated by combining the wheel positioning coordinates. The vehicle parameter database can be read from storage module 6.

[0128] Step 203: Based on the charging positioning, retrieve the electric gun positioning of the charging head from the multi-source data.

[0129] The electric gun positioning refers to the three-dimensional spatial coordinates of the charging head when it is in standby mode, which can be read from the storage module 6.

[0130] Step 204: Determine the theoretical route by combining the electric gun positioning and charging positioning.

[0131] The theoretical route refers to the shortest spatial path for the charging head to move from its current position to the charging port position, which can be represented in three-dimensional space by a straight line segment between the electric gun positioning and the charging positioning.

[0132] Step 205: Determine the charging intensity based on the vehicle model, and determine the swing distance based on the charging intensity and the preset electric gun mass.

[0133] Charging power refers to the amount of force required when the charging head is plugged into the vehicle's charging port. The recommended plugging force for the specific vehicle model can be found in the vehicle parameter database.

[0134] The swing distance refers to the distance the charging head swings before being plugged in. The greater the charging force and the greater the mass of the electric gun, the greater the required kinetic energy, and the greater the swing distance. You can look up the swing distance corresponding to the charging force and the mass of the electric gun in the swing distance correspondence table. The swing distance correspondence table is a data table that records different charging forces and electric gun masses and their corresponding swing distances.

[0135] Step 206: Determine the running route by combining the theoretical route and the swing distance.

[0136] The running route refers to the complete spatial trajectory of the charging head from the standby position to the charging port. First, it moves along the theoretical route from the standby position to the stopping point in front of the charging port. Then, at that point, it performs a charged swing action according to the swing distance. The stopping point is the coordinate position of the distance from the charging port equal to the swing distance.

[0137] Step 207: Generate a charging operation command based on the operating route, and execute the charging operation command by a preset charging mechanism.

[0138] The charging operation command is a command that controls the charging mechanism to perform continuous plugging actions according to the operating route. The operating route is decoded to obtain decoded data, and then Boolean operations are performed on the decoded data to generate the charging operation command, which causes the charging mechanism to insert the charging head into the charging port according to the operating route.

[0139] The charging mechanism refers to the mechanism that controls the charging pile to operate unmanned. The mechanism is equipped with a fixed guide rail, on which there are two pulleys that can move along the guide rail. Flexible lines are suspended from the pulleys. The flexible lines are fixedly connected to the midpoints of the charging head and the transmission line connected to the charging head, so that the charging head and the transmission line are suspended in mid-air. The pulleys are equipped with a vertical drive unit, which can shorten the length of the flexible lines to lift the transmission line.

[0140] The methods for correcting charging operation commands also include: Step 208: Retrieve video data from the multi-source data in response to the charging operation command.

[0141] Video data refers to the real-time monitoring video stream of electric vehicles charging at a charging station. Real-time monitoring video of electric vehicles can be extracted from monitoring data from multiple sources as video data.

[0142] Step 209: Determine door data in response to the video data, and determine door opening degree based on the door data.

[0143] Vehicle door data refers to the status information of vehicle doors in video. When the confidence of the intention to get out of the car is greater than a preset intention threshold, the image of the door area is located from the video data as the vehicle door data.

[0144] Door opening refers to the opening angle and direction of the car door. The door opening can be determined by identifying door data through target detection algorithms. The range of door opening value can be preset by the staff from 0° to 90°.

[0145] Step 210: Determine the person's intention to get off the vehicle based on the door opening degree.

[0146] The intention to get off the vehicle refers to the degree of likelihood that the people inside the vehicle are preparing to get off. Different opening angles and directions of the vehicle door correspond to different intentions to get off the vehicle. The intention to get off the vehicle can be found in the intention to get off the vehicle table, which records the correspondence between different door openings and their corresponding intentions.

[0147] Step 211: Determine the degree and frequency of vehicle body offset based on the video data, and determine the weight of the person by combining the door opening, degree and frequency of offset.

[0148] The degree of offset refers to the amount of displacement change of the vehicle suspension relative to its initial stationary position. It can be measured by the pixel displacement of the vehicle body feature points in the monitoring video. The vehicle body feature points can be preset by the staff to be the center point of the vehicle's rear wing.

[0149] Offset frequency refers to the number of times the vehicle suspension moves up and down. The offset frequency can be calculated by counting the number of times the degree of offset occurs within a time window. The time window can be preset by the staff to 10 seconds.

[0150] Passenger weight refers to the weight of passengers getting off the vehicle. The greater the degree and frequency of deviation, the greater the passenger weight. The basic weight corresponding to both the degree and frequency of deviation can be found in the basic weight correspondence table, which records the correspondence between different degrees and frequencies of deviation and their corresponding basic weights. The door coefficient corresponding to the door opening can be found in the door coefficient correspondence table, which records the correspondence between different door openings and their corresponding door coefficients. The product of the basic weight and the door coefficient is taken as the passenger weight.

[0151] Step 212: Determine the lifting distance of the suspension when the person gets off the vehicle based on the person's weight.

[0152] The lifting distance refers to the displacement of the vehicle's charging port as the suspension system rebounds due to the reduced weight of the vehicle after a passenger gets out. The greater the passenger's weight, the greater the lifting distance of the charging port after getting out of the vehicle. The lifting distance correspondence table can be used to find the corresponding lifting distance for different passenger weights.

[0153] Step 213: Determine the positional change based on the aforementioned ascent distance.

[0154] Positioning change refers to the displacement change of the charging port coordinates caused by the rebound of the vehicle suspension, that is, the offset of the vertical coordinate of the charging port caused by the change of vehicle weight. The vertical change value of the charging port can be determined by the rising distance. Finally, the positioning change and the original charging positioning are superimposed to obtain the new charging positioning.

[0155] Step 214: Update the charging location based on the location change.

[0156] The methods for correcting charging operation commands also include: Step 215: Determine the disembarkation characteristics based on the video data, and determine the person's intention based on the disembarkation characteristics.

[0157] Disembarking features refer to the set of visual features extracted from video data of people getting off the vehicle, including key points of the person's posture, such as the position of joints like the head, shoulders, elbows, and knees, the person's orientation, and movement speed.

[0158] Personnel intent refers to the prediction of the direction of movement and destination of a person after getting off the vehicle. The trajectory prediction network of Transformer can be used to analyze the time sequence of disembarkation features to determine the personnel intent. For example, the disembarking person is going to the trunk.

[0159] Step 216: Determine the personnel trajectory according to the personnel's intentions.

[0160] Personnel trajectory refers to the possible movement path of a person after getting off the vehicle. The person's intention can be input into a pre-trained behavior prediction model to form the possible movement path of the person after getting off the vehicle. This path contains time and space information, which is used for subsequent spatiotemporal overlap calculation with the charging gun's running route.

[0161] Step 217: Determine the obstruction area by combining the personnel trajectory and the route.

[0162] Obstruction zones refer to spatial areas where the movement trajectory of personnel and the running route of the charging gun may overlap in time and space. By calculating the spatial distance between the personnel trajectory points and each point on the running route, the spatial areas corresponding to the points whose distance is less than the preset safety distance are marked as obstruction zones. The safety distance can be preset to 300mm by the staff.

[0163] Step 218: Determine the estimated time for the charging head to reach the obstruction area based on the charging operation command.

[0164] The estimated time refers to the time required for the charging head to move along the operating route to the boundary of the obstruction area. The time it takes for the charging head to move from its current position to the starting position of the obstruction area can be determined based on the speed planning in the operating route.

[0165] Step 219: Determine the time difference based on the estimated time and personnel trajectory.

[0166] The time difference refers to the time difference between the arrival of the charging head and the personnel at the obstruction area. It can be obtained by subtracting the arrival time from the estimated time. The arrival time refers to the time when the personnel arrive at the boundary of the obstruction area, which can be read from the time series of the personnel's trajectory.

[0167] Step 220: When the time difference is less than a preset difference threshold, determine the pause time based on the time difference.

[0168] The difference threshold refers to the critical time difference for judging whether there is a risk of collision between the charging head and the person. When the time difference is less than the difference threshold, it means that the two are close in time and space and there is a risk of collision. The difference threshold can be preset by the staff to 0.5s.

[0169] The pause time refers to the duration during which the charging head pauses its movement to avoid collisions. It can be calculated using the formula: pause time = difference threshold - time difference. The pause time is then added to the charging operation command so that the charging head waits for the pause time before proceeding along the route.

[0170] Step 221: Update the charging operation command according to the pause time.

[0171] Methods for generating charging adjustment commands include: Step 300: When the DC output current power or AC output current power is greater than the preset output threshold, determine the swing of the charging pile's transmission line based on the video data.

[0172] The output threshold is the critical current value used to determine whether a charging station is in a high-power charging state. When the output current data is greater than the output threshold, it means that the vehicle is in a high-power fast charging state. If the transmission line swings at this time, it may cause the connection between the charging head and the charging port to become loose or even accidentally disconnect. The output threshold can be preset to 150A by the staff.

[0173] The swaying of the transmission line refers to the set of motion parameters generated by the transmission line of the charging pile under the action of environmental wind, including swaying amplitude, swaying frequency and swaying direction. At least three visual tracking markers can be set at intervals along the length of the transmission line. By calculating the pixel displacement of each marker and combining it with the camera calibration parameters, the actual spatial displacement can be calculated, and then the swaying amplitude, swaying frequency and swaying direction can be extracted.

[0174] Step 301: Determine the influence intensity based on the swing situation.

[0175] The impact degree refers to the quantitative influence of the swaying of the transmission line under the action of wind on the stability of the connection between the charging head and the charging port. The greater the swaying amplitude and swaying frequency, the stronger the disturbance to the charging connection and the greater the impact degree. The impact degree corresponding to the swaying situation can be found in the impact degree correspondence table, which is a table that records the correspondence between different swaying situations and their corresponding impact degree values.

[0176] Step 302: When the influence intensity is greater than the preset force threshold, determine the theoretical offset trajectory of the charging head based on the influence intensity.

[0177] The force threshold is a critical value used to determine whether the swaying of the transmission line will have a significant impact on the charging connection. When the force threshold is greater than the force threshold, it means that the swaying amplitude of the transmission line under the action of wind has exceeded the safe range, which may cause fluctuations in the contact pressure or relative displacement between the charging head and the charging port. Further analysis is required. The force threshold can be preset to 0.6 by the staff.

[0178] The offset trajectory refers to the displacement change time-series curve of the charging head relative to the ideal connection position caused by the swing and pulling of the transmission line under the action of wind. It can be calculated according to the formula: offset trajectory = swing amplitude * influence intensity * sin(2π * swing frequency * t + phase). The swing amplitude and swing frequency can be read from the swing situation, and the phase can be preset to π by the staff.

[0179] Step 303: Determine the lateral acceleration and longitudinal acceleration of the midpoint of the transmission line according to the offset trajectory, and determine the reference acceleration based on the lateral acceleration.

[0180] Lateral acceleration refers to the instantaneous acceleration of the midpoint of the transmission line in the horizontal direction due to the swinging of the wind force. It can be obtained by taking the second derivative of the displacement time series of the offset trajectory with respect to time.

[0181] Longitudinal acceleration refers to the instantaneous acceleration of the midpoint of the transmission line in the vertical direction due to the swaying of the wind force. It can be obtained by taking the second derivative of the vertical component of the offset trajectory with respect to time.

[0182] Reference acceleration refers to the active acceleration reference value required for position compensation of the charging head, in order to counteract the positional shift of the charging head caused by wind swaying and maintain a stable connection between the charging head and the charging port. The inverse of the lateral acceleration can be used as the reference acceleration.

[0183] Step 304: Determine the amplification factor according to the longitudinal acceleration, and determine the adjustment acceleration by combining the amplification factor and the reference acceleration.

[0184] The amplification factor is a proportional coefficient used to correct the adjustment of acceleration based on the longitudinal acceleration. The greater the longitudinal acceleration, the more severe the vertical vibration of the transmission line caused by wind, and the greater the need for horizontal compensation. The amplification factor is larger. The amplification factor corresponding to the longitudinal acceleration can be found in the amplification factor correspondence table, which is a data table that records different longitudinal accelerations and their corresponding amplification factors.

[0185] Adjusted acceleration refers to the active compensation acceleration value of the charging head determined after comprehensively considering the lateral and longitudinal wind-induced sway. The product of the reference acceleration and the amplification factor can be used as the adjusted acceleration.

[0186] Step 305: Determine the displacement path of the charging mechanism over time based on the adjusted acceleration.

[0187] The displacement path refers to the dynamic compensation trajectory performed by the charging head to counteract the swaying effect of the transmission line under wind. The time series of the compensation displacement can be obtained by double integration of the acceleration over time, and then the compensation displacement is superimposed on the center position of the transmission line to finally form the displacement path.

[0188] Step 306: Generate a charging adjustment command according to the displacement path.

[0189] The charging adjustment command is a command that controls the charging mechanism to perform dynamic compensation actions according to the displacement path. The displacement path is decoded to obtain decoded data, and then Boolean operations are performed on the decoded data to generate the charging adjustment command, so that the charging head tracks and compensates for the displacement in real time to counteract the effects of wind sway.

[0190] The methods for generating agency promotion instructions include: Step 400: Determine the lens fog of the camera according to the video data, and determine the ambient humidity based on the lens fog.

[0191] Lens fog refers to the degree of coverage of tiny water droplets formed on the surface of a camera lens due to temperature differences and moisture condensation. It can be identified by video recognition technology as the degree of image contrast reduction in video data. The more severe the image contrast reduction, the more obvious the lens fog.

[0192] Ambient humidity refers to the relative humidity value in the charging station environment. The greater the lens fog, the greater the ambient humidity. You can look up the ambient humidity corresponding to the lens fog in the ambient humidity correspondence table. The ambient humidity correspondence table is a table that records the correspondence between different lens fog and their corresponding ambient humidity.

[0193] Step 401: When the ambient humidity is greater than the preset humidity threshold, determine the degree of sag of the transmission line based on the video data.

[0194] Humidity threshold refers to the critical value for judging whether the environment has reached high humidity conditions. When the ambient humidity is greater than the humidity threshold, it means that the high humidity environment may cause water droplets to condense on the surface of the transmission line. The humidity threshold can be preset by the staff to 75%RH.

[0195] Sagging refers to the amount of sag displacement of the transmission line caused by the combined effect of its own weight and the weight of the water droplets attached to it. The sag can be determined by identifying the change in the vertical distance between the suspension point and the lowest point of the transmission line within a calculation time using video recognition technology. The calculation time can be preset by the staff to 10 minutes.

[0196] Step 402: Determine the water droplets adhering to the surface of the transmission line based on the degree of sag.

[0197] Adhering water droplets refer to the weight of water droplets condensed on the surface of the transmission line. The more severe the sag, the greater the additional weight of the transmission line, indicating that there are more water droplets adhering to the surface of the transmission line. The level of adhering water droplets corresponding to the degree of sag can be found in the adhering water droplet correspondence table, which is a data table that records different degrees of sag and their corresponding adhering water droplets.

[0198] Step 403: Determine the sliding angle according to the attached water droplets, and determine the lifting distance according to the sliding angle and the preset inherent parameters.

[0199] The sliding angle refers to the minimum tilt angle required for water droplets attached to the surface of the transmission line to begin sliding down the surface of the transmission line under the action of gravity. The more water droplets attached, the larger the required sliding angle. The sliding angle corresponding to the attached water droplets can be found in the sliding angle correspondence table, which is a data table that records different attached water droplets and their corresponding sliding angles.

[0200] The lifting distance refers to the height that the charging mechanism lifts the transmission line upwards, so that the tilt angle of the transmission line reaches the sliding angle, allowing the water droplets to slide down naturally under the action of gravity. It can be calculated using the formula: lifting distance = transmission line length * sin(sliding angle / 2). The transmission line length can be read from the storage module 6.

[0201] Step 404: Lift according to the lifting distance generation mechanism instructions.

[0202] The mechanism lifting command is a command that controls the charging mechanism to lift the midpoint of the transmission line to the target height. The lifting distance is decoded to obtain decoded data, and Boolean operations are performed on the decoded data to generate the mechanism lifting command, so that the transmission line forms an angle of inclination sufficient for water droplets to slide off.

[0203] The methods for updating the displacement path also include: Step 405: In response to the lifting command of the mechanism, identify the adjusted sag distance of the transmission line from the video data.

[0204] The sag distance refers to the vertical drop between the suspension point and the lowest point of the cable when the transmission line is in a natural suspended state. After the lifting command of the mechanism is executed, the midpoint of the transmission line is raised to a new height. At this time, the degree of sag of the transmission line is detected again by video data and used as the adjusted sag distance. The sag distance can be calculated by the difference in pixel coordinates between the transmission line suspension point mark and the lowest point mark in the video data, combined with the camera calibration parameters, into the real space vertical distance.

[0205] Step 406: Determine the pulley coordinates based on the drooping distance, and determine the pulley distance in combination with the pulley coordinates.

[0206] The pulley coordinates refer to the three-dimensional spatial coordinates of the pulley connecting the midpoint of the transmission line in the charging station coordinate system. They can be calculated by performing an inverse perspective transformation using the pixel coordinates of the pulley in the video data, the camera calibration matrix, and ground constraints.

[0207] The pulley distance refers to the straight-line distance between the pulley and the charging head. It can be obtained by calculating the pulley coordinates and the Euclidean distance of the electric gun positioning.

[0208] Step 407: Determine the weight difference of the transmission line based on the droop distance and pulley distance.

[0209] Weight difference refers to the weight difference between two transmission lines. The greater the difference in sag distance and pulley distance, the greater the weight difference. The weight difference corresponding to both sag distance and pulley distance can be found in the weight difference correspondence table. The weight difference correspondence table records the correspondence between different sag distances and pulley distances and their corresponding weight differences.

[0210] Step 408: Determine the shaking force according to the weight difference, and determine the amplification factor based on the shaking force.

[0211] The shaking force refers to the magnitude of the active impact force applied by the charging mechanism to shake off residual water droplets from the surface of the transmission line. The greater the weight difference, the greater the shaking force. The shaking force corresponding to the weight difference can be found in the shaking force correspondence table, which is a data table that records different weight differences and their corresponding shaking forces.

[0212] The amplification factor refers to the proportional coefficient that amplifies the amplitude of the displacement path based on the jitter intensity. The greater the jitter intensity, the greater the amplification of the displacement path's swing amplitude. The amplification factor corresponding to the jitter intensity can be found in the amplification factor correspondence table, which is a data table that records different jitter intensities and their corresponding amplification factors. The position coordinates of each time point of the original displacement path are multiplied by the amplification factor to obtain the new displacement path.

[0213] Step 409: Update the displacement path according to the amplification factor.

[0214] The above description is merely a preferred embodiment of the present invention. The scope of protection of the present invention is not limited to the above embodiments. All technical solutions falling within the scope of the present invention's concept are within the scope of protection of the present invention. It should be noted that for those skilled in the art, any improvements and modifications made without departing from the principles of the present invention should also be considered within the scope of protection of the present invention.

Claims

1. A method for orderly charging control in offline mode, characterized in that, include: Step 100: Collect multi-source data and determine voltage data from the multi-source data; Step 101: When the voltage data is less than a preset voltage threshold, a circuit discharge command is generated in response to the voltage data, and the equipment model of the charging pile is determined according to the circuit discharge command; Step 102: When the device model is a DC charging pile, retrieve the remaining power of the electric vehicle from the multi-source data; Step 103: Based on the remaining power, retrieve the DC output current power from the multi-source data, and determine the remaining duration according to the remaining power and the output current power; Step 104: Determine the DC priority when the vehicle is charged using a DC charging pile according to the remaining time. Step 105: Determine the reference power based on the DC priority, and determine the remaining power by combining the reference power with the preset total DC charging power; Step 106: Calculate the total power consumption based on the remaining power consumption, and calculate the quotient of the remaining power consumption and the total power consumption to obtain the power consumption percentage; Step 107: Determine the corrected power based on the battery percentage and remaining power; Step 108: Generate DC charging control commands based on the corrected power and the reference power; It also includes a method for generating charging operation commands, wherein the method for generating charging operation commands further includes: Step 200: Determine the full charge time based on the multi-source data, and retrieve monitoring data from the multi-source data based on the full charge time; Step 201: Determine the vehicle model and wheel positioning based on the monitoring data; Step 202: When the wheel positioning falls within the preset positioning range and the wheel positioning does not change within the preset time window, the charging positioning of the vehicle charging port is determined by combining the wheel positioning and the vehicle model. Step 203: Based on the charging positioning, retrieve the electric gun positioning of the charging head from the multi-source data; Step 204: Determine the theoretical route by combining the electric gun positioning and charging positioning; Step 205: Determine the charging force according to the vehicle model, and determine the swing distance based on the charging force and the preset electric gun mass; Step 206: Determine the running route by combining the theoretical route and the swing distance; Step 207: Generate a charging operation command based on the operating route, and execute the charging operation command by a preset charging mechanism; The method for correcting the charging operation command also includes: Step 208: Retrieve video data from multi-source data in response to the charging operation command; Step 209: Determine door data in response to the video data, and determine door opening degree based on the door data; Step 210: Determine the person's intention to get off the vehicle based on the door opening degree; Step 211: Determine the degree and frequency of the vehicle body offset based on the video data, and determine the weight of the person by combining the door opening, degree and frequency of the offset; Step 212: Determine the lifting distance of the suspension when the person gets off the vehicle based on the person's weight; Step 213: Determine the positional change based on the aforementioned ascent distance; Step 214: Update the charging location based on the location change.

2. The orderly charging control method in offline mode according to claim 1, characterized in that, It also includes a method for generating AC charging control commands, the method comprising: Step 109: When the device model is an AC charging pile, retrieve the charging quantity from the multi-source data; Step 110: Determine the duration of a single charging pile based on the number of charges and the preset rotation time; Step 111: Retrieve the charging time from the multi-source data and determine the full charge order based on the charging time; Step 112: Retrieve the current time from the multi-source data, and determine the full charge number based on the current time, charging time, and full charge sequence; Step 113: Determine the remaining number based on the full-capacity number, and determine the remaining AC power based on the full-capacity number and the preset total AC charging power; Step 114: Determine the average power by combining the remaining AC power and the remaining number; Step 115: Retrieve historical duration data and current charging duration based on the remaining serial number; Step 116: Determine the remaining AC charging time by combining the historical duration data and the current charging time; Step 117: Determine the duration order based on the remaining communication duration, and determine the adjustment weight according to the duration order; Step 118: Determine the charging power according to the average power and adjustment weight; Step 119: Generate AC charging control instructions based on the charging power, remaining number, and full charge sequence.

3. The orderly charging control method in offline mode according to claim 1, characterized in that, It also includes a method for generating time-charging control commands, the method comprising: Step 120: When the device model is an AC charging pile, retrieve the AC output current power from the multi-source data; Step 121: Determine the remaining power available for allocation based on the AC output current power; Step 122: Determine the new number based on the multi-source data, and determine the new power based on the new number; Step 123: When the newly added power is greater than the allocated power, determine the charging number based on the multi-source data, and determine the time sequence by combining the charging number and the charging time; Step 124: Determine the time weight based on the time sequence, and determine the power gap by combining the newly added power and the allocated power; Step 125: Determine the power reduction based on the time weight and power gap, and determine the adjustment power based on the power reduction and AC output current power; Step 126: Charge the device according to the power generation time adjustment command.

4. The orderly charging control method in offline mode according to claim 1, characterized in that, The method for correcting the charging operation command also includes: Step 215: Determine the disembarkation characteristics based on the video data, and determine the person's intention based on the disembarkation characteristics; Step 216: Determine the personnel's trajectory according to their stated intentions; Step 217: Determine the obstruction area by combining the personnel trajectory and running route; Step 218: Determine the estimated time for the charging head to reach the obstruction area based on the charging operation command; Step 219: Determine the time difference based on the estimated time and personnel trajectory; Step 220: When the time difference is less than a preset difference threshold, determine the pause time based on the time difference; Step 221: Update the charging operation command according to the pause time.

5. The orderly charging control method in offline mode according to claim 4, characterized in that, It also includes a method for generating charging adjustment commands, the method comprising: Step 300: When the DC output current power or AC output current power is greater than the preset output threshold, determine the swing of the charging pile's transmission line based on the video data; Step 301: Determine the influence intensity based on the described oscillation situation; Step 302: When the influence intensity is greater than the preset force threshold, determine the theoretical offset trajectory of the charging head based on the influence intensity; Step 303: Determine the lateral acceleration and longitudinal acceleration at the midpoint of the transmission line according to the offset trajectory, and determine the reference acceleration based on the lateral acceleration; Step 304: Determine the amplification factor according to the longitudinal acceleration, and determine the adjustment acceleration in combination with the amplification factor and the reference acceleration; Step 305: Determine the displacement path of the charging mechanism over time based on the adjusted acceleration; Step 306: Generate a charging adjustment command according to the displacement path.

6. The orderly charging control method in offline mode according to claim 5, characterized in that, It also includes a method for generating mechanism lifting instructions, the method comprising: Step 400: Determine the lens fog of the camera according to the video data, and determine the ambient humidity based on the lens fog; Step 401: When the ambient humidity is greater than a preset humidity threshold, determine the degree of sag of the transmission line based on the video data; Step 402: Determine the number of water droplets adhering to the surface of the transmission line based on the degree of sag; Step 403: Determine the sliding angle according to the attached water droplets, and determine the lifting distance according to the sliding angle and the preset inherent parameters; Step 404: Lift according to the lifting distance generation mechanism instructions.

7. The orderly charging control method in offline mode according to claim 6, characterized in that, The method for updating the displacement path further includes: Step 405: In response to the lifting command of the mechanism, identify the adjusted sag distance of the transmission line from the video data; Step 406: Determine the pulley coordinates based on the drooping distance, and determine the pulley distance in combination with the pulley coordinates; Step 407: Determine the weight difference of the transmission line based on the droop distance and pulley distance; Step 408: Determine the shaking force according to the weight difference, and determine the amplification factor based on the shaking force; Step 409: Update the displacement path according to the amplification factor.

8. An orderly charging control system in offline mode, characterized in that, include: Emergency power supply module (1) is used to supply power to offline switching arbitration module (2) when communication between communication module (3) and cloud management platform is interrupted; Offline switching arbitration module (2) is used to switch the charging pile to offline mode; The communication module (3) is used to establish a network communication link between the edge computing gateway and the cloud management platform; The acquisition module (4) is used to acquire data from multiple sources; The processor (5) is used to analyze and process the program in the storage module (6); The storage module (6) is used to store the program of an ordered charging control method in offline mode as described in any one of claims 1 to 7.

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