Ship-vehicle cooperative charging method and device, computer device and storage medium

Abstract

The application discloses a ship-vehicle cooperative charging method and device, computer equipment and a storage medium, which comprises obtaining access information of each charging port, and confirming the working state of the charging port according to the access information, wherein the working state comprises an idle state and a busy state; obtaining the device type identification of the charging port in the busy state; calculating the current available total power, and when the device type identification comprises a ship identification, obtaining the minimum demand power of the ship, and distributing the minimum demand power of the ship to the corresponding ship charging port; calculating the remaining distributable power according to the available total power and the minimum demand power of the ship; calculating the distribution weight of the remaining distributable power among a plurality of electric vehicle charging ports, and distributing the output power to each electric vehicle port according to the distribution weight. The application can improve the comprehensive utilization rate of the port charging facility.

Description

Technical Field

[0001] This invention relates to the field of new energy charging and microgrid energy management technology, and in particular to a method, device, computer equipment and storage medium for ship-vehicle coordinated charging. Background Technology

[0002] With the accelerated electrification of ports and near-shore transportation, it is often necessary to perform high-power DC power replenishment operations on electric ships and port operation vehicles. The frequent access of such high-power loads will directly affect the stable operation of port microgrids and the efficiency of new energy consumption. Therefore, it is necessary to conduct comprehensive and strict control over the power allocation and energy dispatch of port charging facilities.

[0003] In the existing technology, the operation and management of port charging facilities mainly rely on independently deployed dedicated charging equipment: operators build single-function ship-specific charging piles to provide charging services to ships with a fixed output power, which results in the equipment being completely idle during the ship's departure period, resulting in low asset utilization. Summary of the Invention

[0004] This invention provides a method, apparatus, computer equipment, and storage medium for ship-vehicle coordinated charging, aiming to solve the problem of low utilization rate of current port charging facilities.

[0005] In a first aspect, embodiments of the present invention provide a method for ship-vehicle cooperative charging, the method comprising: Obtain access information for each charging port and confirm the working status of the charging port based on the access information, wherein the working status includes idle status and busy status; Obtain the device type identifier of the charging port that is in the busy state; Calculate the current total available power, and when the device type identifier includes a ship identifier, obtain the minimum required power of the ship, and allocate the minimum required power of the ship to the corresponding ship charging port; The remaining allocable power is calculated based on the total available power and the minimum required power of the ship. Calculate the allocation weight of the remaining allocable power among the multiple electric vehicle charging ports, and allocate the output power to each of the electric vehicle ports according to the allocation weight.

[0006] Secondly, embodiments of the present invention also provide a ship-vehicle cooperative charging device, the device comprising: The first acquisition unit is used to acquire access information of each charging port and confirm the working status of the charging port based on the access information, wherein the working status includes an idle state and a busy state. The second acquisition unit is used to acquire the device type identifier of the charging port that is in the busy state; The first calculation unit is used to calculate the current total available power, and when the device type identifier includes a ship identifier, to obtain the minimum required power of the ship and allocate the minimum required power of the ship to the corresponding ship charging port. The second calculation unit is used to calculate the remaining allocable power based on the total available power and the minimum required power of the ship. The third calculation unit is used to calculate the allocation weight of the remaining allocable power among multiple electric vehicle charging ports, and allocate the output power to each of the electric vehicle ports according to the allocation weight.

[0007] Thirdly, embodiments of the present invention also provide a computer device, which includes a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the above-described method.

[0008] Fourthly, embodiments of the present invention also provide a computer-readable storage medium storing a computer program that, when executed by a processor, can implement the above-described method.

[0009] This invention provides a method, apparatus, computer device, and storage medium for ship-vehicle cooperative charging. The method includes: acquiring access information for each charging port and confirming the working state of the charging port based on the access information, wherein the working state includes an idle state and a busy state; acquiring the device type identifier of the charging port in the busy state; calculating the current total available power, and when the device type identifier includes a ship identifier, acquiring the minimum required power of the ship, and allocating the minimum required power of the ship to the corresponding ship charging port; calculating the remaining allocable power based on the total available power and the minimum required power of the ship; calculating the allocation weight of the remaining allocable power among multiple electric vehicle charging ports, and allocating output power to each electric vehicle port according to the allocation weight. This invention, when requiring coordinated charging and power scheduling of heterogeneous loads at a port, can acquire access information for each charging port, confirm the working status of the charging ports based on the access information to filter out idle and busy ports, acquire the device type identifier of busy charging ports to accurately distinguish the accessed device type, calculate the current total available power, and when the device type identifier includes a ship identifier, acquire the minimum power requirement of the ship and prioritize its allocation to the corresponding ship charging port. Then, it calculates the remaining allocable power based on the total available power and the minimum power requirement of the ship, and finally calculates the remaining allocable power across multiple electric vehicle charging ports. By allocating power weights among the components and distributing output power to each electric vehicle port according to these weights, the system can not only achieve unified access and intelligent identification of heterogeneous loads of ships and electric vehicles within the same physical charging system, but also ensure the high-priority rigid charging needs of ships in scenarios where ships and vehicles charge simultaneously. This avoids charging interruptions or overload of distribution transformers, significantly reducing safety risks and resource waste caused by fixed power allocation. It also effectively improves the dynamic flow and reuse efficiency of remaining power distribution capacity among multiple electric vehicle ports. Furthermore, it has strong scenario adaptability and can flexibly cope with complex operating conditions such as ship departure and multiple vehicles charging simultaneously, thereby improving the overall asset utilization rate of port charging facilities. Attached Figure Description

[0010] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the following description of the embodiments will be briefly introduced. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0011] Figure 1 This is a schematic flowchart of the ship-vehicle cooperative charging method provided in an embodiment of the present invention; Figure 2 This is a schematic block diagram of the ship-vehicle collaborative charging device provided in an embodiment of the present invention; Figure 3This is a schematic block diagram of a computer device provided in an embodiment of the present invention. Detailed Implementation

[0012] 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. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0013] It should be understood that, when used in this specification and the appended claims, the terms “comprising” and “including” indicate the presence of the described features, integrals, operations, elements and / or components, but do not exclude the presence or addition of one or more other features, integrals, operations, elements, components and / or collections thereof.

[0014] It should also be understood that the terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used in this specification and the appended claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used in this specification and the appended claims refers to any combination and all possible combinations of one or more of the associated listed items, and includes such combinations.

[0015] The ship-vehicle cooperative charging method of this invention can be applied to a ship-vehicle cooperative charging system. This system may include a multi-port charging and discharging unit, a power routing unit, a multi-protocol identification and conversion unit, an energy storage system, and a dynamic cooperative control unit. The dynamic cooperative control unit may be configured with the ship-vehicle cooperative charging method. Wherein: The multi-port charging and discharging unit is used to provide physical charging interfaces, including at least one high-power DC charging port adapted for electric ships and at least two DC fast charging ports adapted for electric vehicles.

[0016] The power routing unit, comprising a common DC bus and a high-voltage DC contactor matrix, is used to dynamically allocate power modules among the charging ports. The DC sides of each AC / DC power module are connected in parallel to the common DC bus to form a unified power pool; each charging port draws power from the common DC bus through its own independent high-voltage DC contactor matrix. By controlling the on / off combinations of the contactors, any one or more AC / DC power modules in the power pool can be dynamically switched to any charging port.

[0017] The multi-protocol identification and conversion unit has a built-in multi-protocol parsing gateway, which is compatible with both ship charging communication interfaces (such as CAN / Ethernet) and electric vehicle charging communication interfaces at the physical layer. When a device is detected to be connected to the port, the protocol handshake process is automatically executed, and the type of the connected device is identified based on the handshake response message, and the corresponding communication protocol stack is loaded.

[0018] The energy storage system may include an energy storage battery pack and a bidirectional energy storage converter. The energy storage battery pack is connected to the DC bus through the bidirectional energy storage converter. It is used to discharge to support peak power when the instantaneous charging power demand exceeds the rated capacity of the transformer, or to charge and store redundant green electricity when there is a surplus of renewable energy generation.

[0019] The dynamic collaborative control unit includes a local energy management controller and an upper-level cloud platform interaction module. Internally, it runs a computer program for the ship-vehicle collaborative charging method provided in the above embodiments of the present invention, responsible for collecting data from each unit, confirming execution status, identifying types, calculating power, allocating weights, solving the objective function, and issuing control commands to the power routing unit and the energy storage system.

[0020] Please see Figure 1 , Figure 1 This is a schematic flowchart of the ship-vehicle cooperative charging method provided in an embodiment of the present invention, as shown below. Figure 1 As shown, the method includes steps S110 to S150.

[0021] S110, obtain the access information of each charging port, and confirm the working status of the charging port according to the access information, wherein the working status includes idle status and busy status.

[0022] In this embodiment of the invention, access information for each charging port can be obtained, and the operating status of the charging port can be confirmed based on the access information. The operating status may include an idle state and a busy state. The access information refers to the connection status signal of the charging port's physical interface (such as voltage changes on the CC / CP pin, duty cycle changes of the PWM pulse width modulation signal) and the handshake status signal of the communication link.

[0023] Specifically, the working state is a logical definition of whether the port is currently providing charging services, which is divided into idle state (no charging gun inserted, inserted but not triggered to power on the low-voltage auxiliary power supply, or physically connected but communication handshake failed) and busy state (the charging gun has been inserted and valid communication has been established, and charging is in progress or in the charging preparation stage).

[0024] The system uses underlying hardware sensors and a communication gateway to scan all physical charging ports in real time at a preset polling period (e.g., 100 to 500 milliseconds to balance system response speed and processor overhead). If a physical connection is detected at a port (e.g., a pull-down resistor of a specific value is detected on the CC pin) and the communication protocol handshake is successful (e.g., insulation detection passes and BMS communication is established), it is marked as busy; otherwise, it is marked as idle. In addition, the system can be configured with fault states to identify abnormal situations such as plugging in the charging gun but a handshake timeout or insulation detection failure, and these cases are excluded from subsequent power allocation.

[0025] By confirming the working status of the charging ports, idle and faulty ports can be accurately filtered out, and the set of active ports that actually need to participate in power allocation can be determined, thereby avoiding the system allocating power resources to invalid ports. For example, assuming that a port charging station has a total of 6 physical charging ports, if the system scan finds that ports 1, 2, 3, and 4 are plugged in and communicating normally, port 5 is not plugged in, and port 6 is plugged in but insulation detection failed, then ports 1 to 4 are confirmed to be busy, and subsequent power allocation will only be performed on these 4 ports.

[0026] S120, Obtain the device type identifier of the charging port that is in the busy state.

[0027] In this embodiment of the invention, the device type identifier of the charging port in a busy state can be obtained. The device type identifier is a label or code used to distinguish the type of connected device. In this system, it is mainly divided into ship identifier and electric vehicle identifier.

[0028] Due to significant differences in voltage levels, current capacity, and interface standards between existing electric ships and electric vehicles, the system requires accurate identification and conversion through a multi-protocol identification and conversion unit. The system can achieve compatibility with both ship charging communication interfaces and electric vehicle charging communication interfaces at both the physical layer and data link layer through a built-in multi-protocol parsing gateway (e.g., a hardware gateway based on an FPGA+ARM architecture).

[0029] When a device is detected connecting to the port, the gateway automatically executes the protocol handshake process. Specifically, the system identifies the device based on the characteristics of the handshake response message, such as reading a specific identification code in the BMS message (e.g., the CRM identification message in the GB / T27930 protocol), or identifying a specific communication baud rate and frame header format. Upon successful identification, the system loads the corresponding communication protocol stack (e.g., marine CAN / Ethernet protocol or vehicle GB / T27930 protocol), thereby generating the corresponding device type identifier. If identification fails or an illegal message is detected, the system will refuse access and trigger an alarm.

[0030] By obtaining the device type identifier, a solid logical foundation can be provided for the subsequent classification, scheduling, and prioritization of heterogeneous loads. For example, the system performs protocol parsing on busy ports 1, 2, 3, and 4. Port 1 responds to the ship-specific Ethernet communication protocol, and the system identifies it as a ship. Ports 2, 3, and 4 respond to the GB / T27930 protocol, and the system identifies them as electric vehicles.

[0031] S130, calculate the current total available power, and when the device type identifier includes a ship identifier, obtain the minimum required power of the ship, and allocate the minimum required power of the ship to the corresponding ship charging port.

[0032] In this embodiment of the invention, the current total available power can be calculated, and when the device type identifier includes a ship identifier, the minimum power requirement of the ship can be obtained and allocated preferentially. Here, the current total available power refers to the maximum total power that the system can safely output at the current moment; the minimum power requirement of the ship refers to the minimum power threshold required to maintain the ship's current charging phase (such as constant current or constant voltage phase) without interruption or triggering a BMS alarm.

[0033] The system first obtains the transformer's current available output power (which requires dynamic derating calculation considering the transformer's current temperature, historical load curves, and safety margin) and the energy storage system's current available discharge power (which requires calculation considering the energy storage system's current SOC, SOH health status, maximum discharge rate, and temperature limits). The sum of these two values ​​is taken as the current total available power. Next, the system determines if there is a ship on the busy port; if so, it assigns the ship absolute priority. At the hardware execution level, the system dynamically switches the AC / DC power modules in the power pool on the common DC bus to the ship's charging port by controlling the on / off combinations of the contactors in the high-voltage DC contactor matrix, employing soft-start and surge protection strategies. It should be noted that when the equipment type identifier does not include a ship identifier, the system sets the ship's minimum power requirement to zero.

[0034] This step ensures the absolute guarantee of the ship's high-priority, rigid charging needs in scenarios where ships and vehicles charge simultaneously, preventing charging interruptions or overload of the distribution transformer. For example, the system calculates that the transformer has a usable power of 600kW, the energy storage can discharge 200kW, and the total power is 800kW. Due to the presence of a ship identifier, the system reads the minimum power requirement reported by the ship's BMS as 300kW and prioritizes allocating 300kW to the No. 1 ship port.

[0035] S140, calculate the remaining allocable power based on the total available power and the minimum required power of the ship.

[0036] In this embodiment of the invention, the remaining allocable power can be calculated based on the total available power and the minimum power requirement of the ship. The remaining allocable power refers to the power quota remaining in the system after the rigid demand of high-priority loads (ships) has been met, which can be flexibly allocated to other loads (electric vehicles).

[0037] The system determines the vehicle-end power by performing a subtraction logic (i.e., remaining allocable power = current total available power - minimum power required by the vessel). In a more preferred embodiment, the system also deducts estimated power losses within the system (such as cable losses and AC / DC module conversion efficiency losses) to obtain a more accurate net remaining allocable power. If no vessel is currently connected, the remaining allocable power equals the current total available power, and the system opens the power pool and energy storage to the entire electric vehicle fleet. Furthermore, if the calculated remaining allocable power is less than or equal to zero, the system will suspend power output from all electric vehicle ports and enter power protection mode.

[0038] By calculating the remaining allocable power, the boundary conditions for dynamic power allocation across multiple ports can be clearly defined, enabling flexible reuse of power distribution capacity between ships and vehicles. Continuing with the example above, subtracting the 300kW allocated to the ship and the estimated loss of 20kW from the total power of 800kW, the remaining allocable power is calculated to be 480kW. This 480kW will be used for subsequent allocation to electric vehicle ports 2, 3, and 4.

[0039] S150, calculate the allocation weight of the remaining allocable power among the multiple electric vehicle charging ports, and allocate the output power to each of the electric vehicle ports according to the allocation weight.

[0040] In this embodiment of the invention, the allocation weight of the remaining allocable power among multiple electric vehicle charging ports can be calculated, and the output power can be allocated to each electric vehicle port according to the allocation weight. The allocation weight is a dimensionless proportional value between 0 and 1, representing the share of the remaining allocable power that a specific electric vehicle port should occupy, and the sum of the allocation weights of all participating electric vehicle ports is 1.

[0041] The system calculates the comprehensive weight of each port based on the real-time status, historical data, and external green energy environment of each electric vehicle port using a multi-factor fusion algorithm, and then normalizes the result to obtain the final allocation weight. Subsequently, the remaining allocable power is multiplied by the weight of each port to obtain the final actual allocated power. During the hardware deployment phase, the system employs a ramp control strategy to smoothly transition the power output to the target value, avoiding sudden power surges that could impact the power grid and vehicle battery. Finally, control commands (such as PWM duty cycle adjustment signals or the number of modules switched on / off) are sent to the power routing unit for execution.

[0042] By dynamically calculating and allocating weights, the rigid traditional equal distribution or first-come-first-served model can be broken, enabling intelligent flow of remaining power in multi-vehicle charging scenarios. For example, if the remaining 480kW needs to be allocated to vehicles 2, 3, and 4, the system calculates the allocation weights for the three vehicles to be 0.2, 0.4, and 0.4 respectively. Ultimately, vehicle 2 is allocated 96kW, while vehicles 3 and 4 are each allocated 192kW.

[0043] In some embodiments, such as in the embodiments of the present invention, step S160 may include the following steps: Obtain the requested power, equipment utilization factor, and green energy consumption urgency factor for each of the electric vehicle charging ports. A comprehensive weight is calculated based on the requested power, the equipment utilization factor, and the green energy consumption urgency factor. The allocation weight is calculated based on the comprehensive weight.

[0044] In this embodiment of the invention, the requested power (i.e., the expected power requested in real time by the vehicle's BMS), equipment utilization factor, and green energy consumption urgency factor of each electric vehicle charging port can be obtained. The system first performs maximum value normalization on each influencing factor, and then constructs a multi-factor linear fusion comprehensive weight allocation. Influence weight coefficients α, β, and γ are set, and α+β+γ=1 is satisfied; then the comprehensive weight calculation formula is: Among them, a i For the requested power of the i-th charging port, b i For the device utilization of the i-th charging port, (1-b) i ) is the reverse correction factor for the device utilization of the i-th charging port, used to balance the operating losses of devices at each charging port, c i W is the urgency factor for green energy consumption at the i-th charging port. i Let be the overall weight of the i-th charging port.

[0045] After obtaining the overall weight, the overall weight of each electric vehicle charging port is normalized to obtain the relative allocation weight of each port: Among them, w i Assigning weights to the i-th charging port, W i The comprehensive weight of the i-th charging port can be determined by introducing multi-dimensional influencing factors, which can make the power allocation more in line with the actual operating conditions of the equipment and the port's green electricity consumption needs.

[0046] In some embodiments, such as in embodiments of the present invention, the method further includes the following steps: Obtain the actual output power and rated available power of each of the charging ports within a preset time period in the past; The ratio of the actual output power to the rated available power is calculated to obtain the equipment utilization factor.

[0047] In this embodiment of the invention, the actual output power and rated available power of each charging port within a preset time period (e.g., 24 hours, updated in real time using a sliding window mechanism) can be obtained, and the ratio of the two can be calculated to obtain a device utilization factor. This factor reflects the recent busy level of the port. The rated available power is not a fixed value, but a derating rating dynamically calculated based on the current device temperature and ambient temperature. To prevent drastic fluctuations in the factor due to accidental events (such as a single long-duration charging session), the system can also perform low-pass filtering or exponential smoothing on the calculated ratio.

[0048] For example, if a charging port of an electric heavy truck is frequently used in the past 24 hours, its equipment utilization factor is high. When calculating the weight, the system will appropriately reduce its allocation weight by using a reverse correction factor, thereby guiding the vehicle to use other idle ports, balancing the equipment operating losses of each charging port, and extending the service life of the overall hardware system.

[0049] In some embodiments, such as in embodiments of the present invention, the method further includes the following steps: Obtain short-term power forecasts for new energy sources and the remaining capacity of energy storage systems; The urgency factor for green electricity consumption is calculated based on the short-term power forecast of the new energy source and the remaining capacity of the energy storage system.

[0050] In this embodiment of the invention, short-term power forecasts of new energy sources (such as photovoltaic / wind power) (data can be obtained from local micro-weather stations, meteorological bureau interfaces, or machine learning prediction models based on historical data) and the remaining capacity of energy storage systems can be acquired, and a green electricity consumption urgency factor can be calculated accordingly. This factor represents the amount of wind and solar power curtailment that will result if green electricity is not used immediately.

[0051] In specific calculations, the urgency factor for green electricity consumption exhibits a non-linear mapping relationship with the remaining energy storage capacity (e.g., an S-shaped curve function). For example, when a large-scale photovoltaic power generation is predicted for the next hour, and the remaining capacity of the energy storage system is extremely low (e.g., SOC > 90%, almost fully charged), the S-shaped curve enters a steep increase zone, indicating that the system determines the urgency of green electricity consumption is extremely high, and the factor value increases significantly. In the weighting calculation, the system will significantly increase the allocation ratio of the corresponding ports, and may even issue price reduction signals through the cloud platform or push notifications to the APP, dynamically guiding green electricity flow to electric heavy trucks or passenger vehicles to maximize the local consumption of green electricity.

[0052] In some embodiments, such as in embodiments of the present invention, the method further includes the following steps: Obtain the forecast curve of new energy power generation and the ship berthing and charging plan for the future preset time period; A first function is constructed based on the new energy power generation prediction curve, wherein the first function is used to maximize the green electricity utilization rate; A second function is constructed based on the ship berthing and charging plan, wherein the second function is used to minimize the equipment idle rate; Construct the target function based on the first function and the second function; The objective function is solved to obtain the energy storage charging and discharging timing and power guidance values ​​under the conditions of satisfying the transformer capacity constraints and energy storage operation constraints.

[0053] In this embodiment of the invention, an integrated energy management model encompassing photovoltaic, energy storage, charging, vehicle, and ship energy can be constructed. The system uses the difference between the predicted load of each charging port and the predicted power generation corresponding to the new energy power generation prediction curve as the optimization variable of the first function; and uses the port idle ratio during non-ship occupancy periods determined based on the ship berthing charging plan as the optimization variable of the second function.

[0054] The system constructs a comprehensive objective function by weighted summation of the two factors and employs a model predictive control method with a rolling optimization cycle of 15 minutes. At the beginning of each cycle, it continuously solves for the power curves of each port and the energy storage charging and discharging plan for the next 4 hours. The transformer capacity constraint is manifested as the total system output power not exceeding the transformer's dynamic thermal limit, while energy storage operation constraints include upper and lower limits of SOC and charging / discharging switching frequency restrictions. The solved power guidance values ​​can be specifically expressed as dynamic electricity pricing strategies, queuing priority adjustments, or APP charging suggestions. Through the combination of macro-prediction and micro-scheduling, the energy storage charging and discharging sequence can be automatically planned, achieving a win-win situation for both green electricity utilization and equipment asset returns.

[0055] In some embodiments, such as in embodiments of the present invention, the method further includes the following steps: Obtain the actual power generation and the predicted power generation, and calculate the difference between the actual power generation and the predicted power generation; If the difference is greater than or equal to a preset threshold, the energy storage charging and discharging sequence and the power guide value are recalculated.

[0056] In this embodiment of the invention, considering the intermittency and volatility of new energy power generation, a real-time correction mechanism is introduced into the system. The system monitors the difference between the actual power generation and the predicted power generation in real time. If the difference is greater than or equal to a preset threshold (for example, the deviation exceeds 20%, which can be dynamically set based on the confidence interval of historical prediction errors, usually caused by sudden weather changes such as heavy rain or cloud cover), it indicates that the original prediction has failed.

[0057] At this point, the system will trigger real-time correction control, recalculating and updating the energy storage charging and discharging sequence and power guidance values. To prevent the system from frequently triggering corrections due to short-term fluctuations in meteorological data (i.e., an anti-oscillation mechanism), the system can be configured with a cooling time after correction triggering (e.g., no repeated triggering within 5 minutes), and a smooth transition strategy will be adopted during recalculation to prevent drastic changes in control commands. This mechanism effectively prevents transformer overload or excessive energy storage discharge due to blind reliance on erroneous predictions, ensuring the safe and stable operation of the system.

[0058] In some embodiments, such as in embodiments of the present invention, the method further includes the following steps: Obtain ship charging reservation information and confirm reserved and non-reserved time slots based on the charging reservation information; Before the scheduled time period arrives, one of the multiple charging ports is configured as a ship charging port; If a temporary charging request for a ship is received during the non-reserved period, the power output to the electric vehicle charging ports will be reduced or suspended in order of their current allocation weight from low to high, until the released power meets the ship's temporary charging requirements.

[0059] In this embodiment of the invention, the system supports an operation mode based on ship-vehicle time-sharing reuse. The system receives ship charging reservation information (which can be obtained through the port scheduling system API and its legality verified), reserves power resources before the reservation period arrives (e.g., 30 minutes in advance), and configures the designated port as dedicated to ships; during non-reservation periods, it opens charging services to public electric vehicles, realizing "using ships to support vehicles".

[0060] If a temporary docking request from a vessel is received outside of a scheduled time (i.e., while the vehicle is charging), the system must immediately free up power. At this point, the system executes a tiered degradation strategy according to the current allocation weight of each electric vehicle port, from lowest to highest. Specifically, it prioritizes reducing the power of vehicles with the lowest allocation weight (i.e., those almost fully charged or with non-urgent needs). If reducing to the minimum sustaining power (e.g., 20kW) is still insufficient, its output is suspended, and so on, until power sufficient to meet the vessel's needs is released. Simultaneously, the system can send notifications to affected vehicle owners via the app and automatically issue charging coupons as compensation. This mechanism ensures the absolute priority of vessels while minimizing the impact on the charging experience of other vehicles.

[0061] The ship-vehicle cooperative charging method of the present invention can obtain access information of each charging port when it is necessary to coordinate charging and power scheduling for heterogeneous loads in a port. Based on the access information, it confirms the working status of the charging ports to filter out idle and busy ports. Then, it obtains the device type identifier of the busy charging ports to accurately distinguish the accessed device type. Subsequently, it calculates the current total available power. When the device type identifier includes a ship identifier, it obtains the minimum power requirement of the ship and prioritizes its allocation to the corresponding ship charging port. Next, it calculates the remaining allocable power based on the total available power and the minimum power requirement of the ship. Finally, it calculates the remaining allocable power for multiple electric vehicle charging ports. By assigning weights to power ports and distributing output power to each electric vehicle port according to these weights, the system can not only achieve unified access and intelligent identification of heterogeneous loads such as ships and electric vehicles within the same physical charging system, but also ensure the high-priority rigid charging needs of ships in scenarios where ships and vehicles charge simultaneously. This avoids charging interruptions or overload of distribution transformers, significantly reducing safety risks and resource waste caused by fixed power allocation. It also effectively improves the dynamic flow and reuse efficiency of remaining power distribution capacity among multiple electric vehicle ports. Furthermore, it has strong scenario adaptability and can flexibly cope with complex operating conditions such as ship departure and multiple vehicles charging simultaneously, thereby improving the overall asset utilization rate of port charging facilities.

[0062] Figure 2 This is a schematic block diagram of a ship-vehicle cooperative charging device 100 provided in an embodiment of the present invention. Figure 2 As shown, corresponding to the above-described ship-vehicle cooperative charging method, the present invention also provides a ship-vehicle cooperative charging device 100. This ship-vehicle cooperative charging device 100 includes a unit for performing the above-described ship-vehicle cooperative charging method. Specifically, please refer to... Figure 2 The ship-vehicle collaborative charging device 100 includes a first acquisition unit 110, a second acquisition unit 120, a first calculation unit 130, a second calculation unit 140, and a third calculation unit 150.

[0063] The first acquisition unit 110 is used to acquire access information of each charging port and confirm the working status of the charging port according to the access information, wherein the working status includes idle status and busy status. The second acquisition unit 120 is used to acquire the device type identifier of the charging port that is in the busy state; The first calculation unit 130 is used to calculate the current total available power, and when the device type identifier includes a ship identifier, to obtain the minimum required power of the ship and allocate the minimum required power of the ship to the corresponding ship charging port. The second calculation unit 140 is used to calculate the remaining allocable power based on the total available power and the minimum required power of the ship. The third calculation unit 150 is used to calculate the allocation weight of the remaining allocable power among multiple electric vehicle charging ports, and allocate the output power to each of the electric vehicle ports according to the allocation weight.

[0064] In some embodiments, such as this embodiment, the third calculation unit 150 further includes a third acquisition unit, a fourth calculation unit, and a fifth calculation unit.

[0065] The third acquisition unit is used to acquire the requested power, equipment utilization factor, and green electricity consumption urgency factor of each of the electric vehicle charging ports. The fourth calculation unit is used to calculate the comprehensive weight based on the requested power, the equipment utilization factor, and the green energy consumption urgency factor. The fifth calculation unit is used to calculate the allocation weight based on the comprehensive weight.

[0066] In some embodiments, such as this one, the ship-vehicle cooperative charging device 100 further includes a fourth acquisition unit and a sixth calculation unit.

[0067] The fourth acquisition unit is used to acquire the actual output power and rated available power of each of the charging ports within a preset time period in the past. The sixth calculation unit is used to calculate the ratio of the actual output power to the rated available power to obtain the equipment utilization factor.

[0068] In some embodiments, such as this one, the ship-vehicle cooperative charging device 100 further includes a fifth acquisition unit and a seventh calculation unit.

[0069] The fifth acquisition unit is used to acquire short-term power forecasts of new energy sources and the remaining capacity of energy storage systems. The seventh calculation unit is used to calculate the green electricity consumption urgency factor based on the short-term power forecast of the new energy source and the remaining capacity of the energy storage system.

[0070] In some embodiments, such as this one, the ship-vehicle cooperative charging device 100 further includes a sixth acquisition unit, a first construction unit, a second construction unit, a third construction unit, and an eighth calculation unit.

[0071] The sixth acquisition unit is used to acquire the new energy power generation forecast curve and the ship berthing and charging plan for a future preset period. The first construction unit is used to construct a first function based on the new energy power generation prediction curve, wherein the first function is used to maximize the green electricity utilization rate. The second construction unit is used to construct a second function based on the ship berthing and charging plan, wherein the second function is used to minimize the equipment idle rate; The third construction unit is used to construct the target function based on the first function and the second function; The eighth calculation unit is used to solve the objective function under the conditions of satisfying the transformer capacity constraint and the energy storage operation constraint to obtain the energy storage charging and discharging sequence and power guidance value.

[0072] In some embodiments, such as this one, the ship-vehicle cooperative charging device 100 further includes a seventh acquisition unit and a ninth calculation unit.

[0073] The seventh acquisition unit is used to acquire the actual power generation and the predicted power generation, and to calculate the difference between the actual power generation and the predicted power generation. The ninth calculation unit is used to recalculate the energy storage charging and discharging sequence and the power guide value if the difference is greater than or equal to a preset threshold.

[0074] In some embodiments, such as this one, the ship-vehicle cooperative charging device 100 further includes an eighth acquisition unit, a first configuration unit, and a first release unit.

[0075] The eighth acquisition unit is used to acquire ship charging reservation information and confirm the reserved time period and non-reserved time period based on the charging reservation information. A first configuration unit is configured to configure one of the plurality of charging ports as a ship charging port before the arrival of the scheduled time period. The first release unit is used to, if a temporary berthing charging request from a ship is received during the non-reserved period, sequentially reduce or suspend the power output to the electric vehicle charging ports in order of increasing current allocation weight, until the released power meets the temporary charging requirements of the ship.

[0076] It should be noted that those skilled in the art can clearly understand that the specific implementation process of the above-mentioned ship-vehicle cooperative charging device and each unit can be referred to the corresponding description in the foregoing method embodiments. For the sake of convenience and brevity, it will not be repeated here.

[0077] The aforementioned ship-vehicle coordinated charging device can be implemented as a computer program, which can, for example... Figure 3 It runs on the computer device shown.

[0078] Please see Figure 3 , Figure 3 This is a schematic block diagram of a computer device provided in an embodiment of this application. The computer device 500 includes a processor 502, a memory, and an interface 507 connected via a system bus 501, wherein the memory may include a non-volatile storage medium 503 and internal memory 504.

[0079] The non-volatile storage medium 503 may store an operating system 5031 and a computer program 5032. When the computer program 5032 is executed, it causes the processor 502 to execute a ship-vehicle cooperative charging method.

[0080] The processor 502 provides computing and control capabilities to support the operation of the entire computer device 500.

[0081] The internal memory 504 provides an environment for the operation of the computer program 5032 in the non-volatile storage medium 503. When the computer program 5032 is executed by the processor 502, the processor 502 can execute a ship-vehicle cooperative charging method.

[0082] This interface 505 is used for communication with other devices. Those skilled in the art will understand that... Figure 3 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device 500 to which the present application is applied. The specific computer device 500 may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0083] It should be understood that in the embodiments of this application, the processor 502 may be a central processing unit (CPU), or it may be other general-purpose processors, digital signal processors (FSPs), application-specific integrated circuits (ASICs), off-the-shelf programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor.

[0084] It will be understood by those skilled in the art that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program may be stored in a storage medium, which is a computer-readable storage medium. The computer program is executed by at least one processor in the computer system to implement the process steps of the embodiments of the above methods.

[0085] Therefore, the present invention also provides a storage medium. This storage medium can be a computer-readable storage medium. The storage medium stores a computer program. When executed by a processor, the computer program implements any embodiment of the above-described ship-vehicle cooperative charging method.

[0086] The storage medium can be any computer-readable storage medium capable of storing program code, such as a USB flash drive, portable hard drive, read-only memory (ROM), magnetic disk, or optical disk.

[0087] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0088] In the several embodiments provided by this invention, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative. For example, the division of each unit is merely a logical functional division, and there may be other division methods in actual implementation. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed.

[0089] The steps in the method of this invention can be adjusted, merged, or reduced in order according to actual needs. The units in the device of this invention can be merged, divided, or reduced according to actual needs. Furthermore, the functional units in the various embodiments of this invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0090] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device to execute all or part of the steps of the methods described in the various embodiments of the present invention.

[0091] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0092] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Since these modifications and variations fall within the scope of the claims and their equivalents, this invention also intends to include these modifications and variations.

[0093] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for coordinated charging of ships and vehicles, characterized in that, include: Obtain access information for each charging port and confirm the working status of the charging port based on the access information, wherein the working status includes idle status and busy status; Obtain the device type identifier of the charging port that is in the busy state; Calculate the current total available power, and when the device type identifier includes a ship identifier, obtain the minimum required power of the ship, and allocate the minimum required power of the ship to the corresponding ship charging port; The remaining allocable power is calculated based on the total available power and the minimum required power of the ship. Calculate the allocation weight of the remaining allocable power among the multiple electric vehicle charging ports, and allocate the output power to each of the electric vehicle ports according to the allocation weight.

2. The method as described in claim 1, characterized in that, The step of calculating the allocation weight of the remaining allocable power among multiple electric vehicle charging ports includes: Obtain the requested power, equipment utilization factor, and green energy consumption urgency factor for each of the electric vehicle charging ports. A comprehensive weight is calculated based on the requested power, the equipment utilization factor, and the green energy consumption urgency factor. The allocation weight is calculated based on the comprehensive weight.

3. The method as described in claim 2, characterized in that, The method further includes: Obtain the actual output power and rated available power of each of the charging ports within a preset time period in the past; The ratio of the actual output power to the rated available power is calculated to obtain the equipment utilization factor.

4. The method as described in claim 2, characterized in that, The method further includes: Obtain short-term power forecasts for new energy sources and the remaining capacity of energy storage systems; The urgency factor for green electricity consumption is calculated based on the short-term power forecast of the new energy source and the remaining capacity of the energy storage system.

5. The method as described in claim 1, characterized in that, The method further includes: Obtain the forecast curve of new energy power generation and the ship berthing and charging plan for the future preset time period; A first function is constructed based on the new energy power generation prediction curve, wherein the first function is used to maximize the green electricity utilization rate; A second function is constructed based on the ship berthing and charging plan, wherein the second function is used to minimize the equipment idle rate; Construct the target function based on the first function and the second function; The objective function is solved to obtain the energy storage charging and discharging timing and power guidance values ​​under the conditions of satisfying the transformer capacity constraints and energy storage operation constraints.

6. The method as described in claim 5, characterized in that, The method further includes: Obtain the actual power generation and the predicted power generation, and calculate the difference between the actual power generation and the predicted power generation; If the difference is greater than or equal to a preset threshold, the energy storage charging and discharging sequence and the power guide value are recalculated.

7. The method as described in claim 1, characterized in that, The method further includes: Obtain ship charging reservation information and confirm reserved and non-reserved time slots based on the charging reservation information; Before the scheduled time period arrives, one of the multiple charging ports is configured as a ship charging port; If a temporary charging request for a ship is received during the non-reserved period, the power output to the electric vehicle charging ports will be reduced or suspended in order of their current allocation weight from low to high, until the released power meets the ship's temporary charging requirements.

8. A ship-vehicle cooperative charging device, characterized in that, The device includes: The first acquisition unit is used to acquire access information of each charging port and confirm the working status of the charging port based on the access information, wherein the working status includes an idle state and a busy state. The second acquisition unit is used to acquire the device type identifier of the charging port that is in the busy state; The first calculation unit is used to calculate the current total available power, and when the device type identifier includes a ship identifier, to obtain the minimum required power of the ship and allocate the minimum required power of the ship to the corresponding ship charging port. The second calculation unit is used to calculate the remaining allocable power based on the total available power and the minimum required power of the ship. The third calculation unit is used to calculate the allocation weight of the remaining allocable power among multiple electric vehicle charging ports, and allocate the output power to each of the electric vehicle ports according to the allocation weight.

9. A computer device, characterized in that, The computer device includes a memory and a processor connected to the memory; the memory is used to store a computer program; the processor is used to run the computer program stored in the memory to perform the steps of the method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The storage medium stores a computer program that, when executed by a processor, can implement the steps of the method as described in any one of claims 1-7.

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