En-route battery charging / swapping scheduling strategy for electric container truck serving inter-terminal container transportation

Abstract

The present invention provides an en-route battery charging / swapping scheduling strategy for an electric container truck serving inter-terminal container transportation, aiming to quantify the impact of battery charging and swapping requirements for a container truck in inter-terminal container transportation on system efficiency by means of an information-based method. Provided is an en-route battery charging / swapping scheduling strategy for an electric container truck serving inter-terminal container transportation having the minimum impact on the system efficiency. The strategy comprises four modules: a system state acquisition module, a battery charging and swapping demand evaluation module, a reachable battery charging and swapping device search module, and a battery charging and swapping device specifying and service insertion module. A decision is made in real time by means of the modules, and a container truck battery charging and swapping scheduling solution is determined, thereby reducing the adverse impact of container truck battery charging and swapping activities on the inter-terminal transportation efficiency.

Description

On-the-way charging and replacing scheduling strategy for electric container trucks serving inter-terminal container transportation TECHNICAL FIELD

[0001] The present application belongs to the field of transportation, more specifically, it relates to an on-the-way charging and replacing scheduling strategy for electric container trucks serving inter-terminal container transportation. BACKGROUND

[0002] With the increasing of port throughput, a port with multiple terminals inevitably generates a large amount of inter-terminal container transportation demand during the container transportation process. At present, container trucks are the most common means of transport for inter-terminal transportation in ports. Traditional container trucks are powered by diesel, and under the increasing demand for inter-terminal transportation, air pollution and greenhouse gas emissions in the port area are increasing. With the promotion of clean energy, a large number of electric container trucks gradually replace traditional fuel container trucks to perform inter-terminal transportation tasks in a more environmentally friendly way. Electric container trucks can choose to charge overnight at a slow speed in the parking lot of each terminal, or receive fast charging or battery replacement services on the way. Since the battery capacity of electric container trucks is often insufficient to support a day's work, electric container trucks need to be charged and replaced on the way, which will reduce the efficiency of inter-terminal container transportation. Therefore, reasonable scheduling of electric container trucks serving inter-terminal container transportation has become one of the key issues to reduce the impact of on-the-way charging and replacing of electric container trucks on inter-terminal container transportation efficiency.

[0003] Most existing scheduling schemes do not consider the impact of charging and replacing electric container trucks on inter-terminal container transportation efficiency, and often adopt a relatively simple strategy of setting priorities for charging and replacing or going to the nearest charging and replacing device for charging and replacing, which may result in long waiting time for charging and replacing services, and thus unable to complete the container transfer task on time, reducing the efficiency of inter-terminal container transportation.

[0004] Therefore, under the consideration of the impact of on-the-way charging and replacing of electric container trucks on inter-terminal container transportation efficiency, how to design a reasonable scheduling strategy to improve the efficiency of inter-terminal container transportation has become a problem to be solved.

[0005] The patent with publication number CN115438948A discloses a charging scheduling method, device and equipment for unmanned container trucks and a readable storage medium. The scheduling method of the invention is as follows: when the vehicle needs to be charged, if there is a charging pile in an idle state, the vehicle is driven into the nearest charging pile in an idle state and charged in a preset manner; otherwise, the waiting time of each charging pile buffer zone is calculated; the vehicle is driven into the charging pile buffer zone with the shortest waiting time and waits in line, and when the vehicle is polled, it is charged in a preset manner. The scheduling method can ensure that the vehicle can operate normally without waiting for too long.

[0006] The patent with publication number CN115719156A discloses an automatic charging scheduling method for unmanned container trucks. The scheduling method of the invention is: according to the different electric quantity, the vehicles to be charged are divided into immediate charging queue and opportunity charging queue, and then the vehicles in different queues are sorted in order from low to high according to the electric quantity, and the vehicles with low electric quantity are limited to charge. The scheduling method can give priority to control the charging sequence of the vehicle, which is simple and efficient.

[0007] In the above two invention patents, an electric container truck charging scheduling method is proposed.

[0008] However, the method proposed in CN115438948A lacks information interaction between systems, and from the perspective of a single container truck, the charging pile with the shortest waiting time is selected.

[0009] The method proposed in CN115719156A monitors the electric quantity of each vehicle based on the platform, and determines the vehicle sequence according to a simple rule, but this rule may cause some vehicles to wait for a long time, and the influence of the charging sequence on the system operation efficiency is not considered from the overall perspective. SUMMARY

[0010] The purpose of the present invention is to provide a charging and battery replacement scheduling strategy for electric container trucks serving inter-terminal container transportation, which aims to provide a charging and battery replacement scheduling strategy for electric container trucks serving inter-terminal container transportation through information means to interact information between systems, and provide a charging and battery replacement scheduling strategy for electric container trucks serving inter-terminal container transportation.

[0011] A charging and battery replacement scheduling strategy for electric container trucks serving inter-terminal container transportation, comprising the following steps:

[0012] Step 1, obtaining the real-time state parameters of the inter-terminal transportation system through an online platform for use in steps 2 to 4;

[0013] Wherein, the state parameters include: the number of charging and battery replacement equipment, the position of each charging and battery replacement equipment, the number of all container trucks, the real-time position of each target container truck, the queuing and waiting situation of each charging and battery replacement equipment;

[0014] Step 2, based on the charging and battery replacement demand evaluation module and the model of container truck travel energy consumption, evaluate the charging and battery replacement demand of the target container truck to determine whether charging and battery replacement is needed; if needed, execute step 3;

[0015] Wherein, the charging and battery replacement demand evaluation module is:

[0016] The model of container truck travel energy consumption is:

[0017] p - battery percentage of the target container truck;

[0018] E - the target set of truck battery power capacity;

[0019] L o,d - the driving distance of the current task trip;

[0020] o - the starting point of the trip, d - the end point of the trip;

[0021] m - the load of the target truck current trip;

[0022] the energy consumption of the current trip, obtained by the truck trip energy consumption model;

[0023] L d,c - the driving distance from the destination d of the current task trip to the charging and swapping device;

[0024] q - the expected load of the next trip of the target truck, q = 0 when m > 0; q > 0 when m = 0;

[0025] c - the charging and swapping device;

[0026] Ω c - the charging and swapping device set consisting of all charging and swapping devices;

[0027] the energy consumption of the next trip, obtained by the truck trip energy consumption model;

[0028] P min - the minimum truck battery power percentage set to avoid over-discharge;

[0029] truck trip energy consumption;

[0030] L a,b - the distance from trip point a to trip point b;

[0031] w - the load of the target truck on the trip;

[0032] M - the maximum load that the target truck can carry;

[0033] β e - the energy consumption per unit distance when empty; β f - the energy consumption per unit distance when full;

[0034] Step 3, based on the reachable charging and swapping device search module, search the reachable charging and swapping device set;

[0035] wherein the reachable charging and swapping device search module is:

[0036] the driving energy consumption from the starting point o of the current task trip to the charging and swapping device c when the current trip load is m;

[0037] Step 4, the charging and replacing equipment designation and the charging and replacing service insertion position determination, specifically comprising the following steps:

[0038] Step 4A, for each reachable charging and replacing equipment c obtained by Step 3, calculating the increased travel time h of the target set truck after traveling to the charging and replacing equipment c and the set truck charging and replacing time g c ; h c =T o,c +T c,d -T o,d ; T o,c =L o,c / v; T c,d =L c,d / v; T o,d =L o,d / v;

[0039] T o,c - the travel time from the starting point o of the current travel to the charging and replacing equipment c;

[0040] T c,d - the travel time from the charging and replacing equipment c to the ending point d of the current travel;

[0041] T o,d - the travel time of the current travel;

[0042] v- the speed of the target set truck;

[0043] α- the charging and replacing rate of the target set truck;

[0044] P max - the set maximum set truck battery power percentage;

[0045] the travel energy consumption from the starting point of the current travel to the charging and replacing equipment c;

[0046] Step 4B, for each reachable charging and replacing equipment c obtained by Step 3, calculating the total set truck queuing time waiting increased by inserting a charging and replacing service into the charging and replacing equipment service sequence, specifically comprising the following steps: c,l

[0047] Step 4B1, for each reachable charging and replacing equipment c and possible charging and replacing service insertion position l, calculating the charging and replacing start time T0 of the target set truck after inserting the service; T0=MAX(T a ,T b ); T a = the time when the target set truck travels to the charging and replacing equipment c; T b ​= the current charging and replacing service end time of the charging and replacing device c;

[0048] Step 4B2, after the target set of truck service is inserted at the l position, the start time T of each subsequent charging and replacing service of the charging pile is calculated c,k , k ∈ (l + 1, N c + 1) ;

[0049] t c,k-1 = the charging and replacing start time of the set of trucks at the k-1 service position before the service is inserted;

[0050] T c,k-1 = the charging and replacing start time of the set of trucks at the k-1 service position after the service is inserted;

[0051] g c,k-1 = the charging and replacing time required by the set of trucks at the k-1 service position after the service is inserted;

[0052] Step 4B3, the increase value waiting of the total time of the queue at the reachable charging and replacing device c and the possible insertion charging and replacing service position l is calculated c,l ;

[0053] Step 4C, the optimal charging and replacing device c * and the charging and replacing service insertion position l * are found, specifically including the following steps: w c,l = h c + waiting c,l ;

[0054] Wherein, w c,l is the increase value of the total travel time of all set of trucks.

[0055] Preferably, the task travel includes: the travel of the target set of trucks from the set of truck station one to the start point terminal, the travel of the target set of trucks from the start point terminal to the end point terminal, and the travel of the target set of trucks from the end point terminal to the set of truck station two.

[0056] Preferably, a plurality of charging and replacing devices are arranged at the set distance from the start point terminal, at the set distance from the end point terminal, and at the roadside of the task travel.

[0057] Preferably, the charging and replacing device includes a charging device and a replacing device.

[0058] Preferably, the set of trucks is provided with a GPS module and a timing module.

[0059] Compared with the prior art, the application has the following advantages:

[0060] 1. For the target truck needing to be charged, the state of the inter-terminal transport system is obtained in real time through an online platform, and the optimal charging and battery replacement device position and charging and battery replacement service insertion position are found by minimizing the increase in the total travel time of all trucks caused by the insertion of the target truck charging and battery replacement activity.

[0061] Therefore, the truck charging and battery replacement queuing time is effectively reduced, the negative impact of the truck charging and battery replacement activity on the inter-terminal transport efficiency is reduced, and a new solution is provided for the operation of the port container collection and distribution system and the management of inter-terminal container transport.

[0062] 2. The deficiencies in the prior art are supplemented, the systematic decision of single vehicle charging and battery replacement is realized through information interaction, and the insertion rule of the charging and battery replacement service order is formulated from the system perspective.

[0063] 3. The charging and battery replacement of the truck are considered at the same time, which meets the development trend of the port container collection and distribution.

[0064] 4. The application has innovation and practicality, and provides a new solution for the operation of the port container collection and distribution system and the management of inter-terminal container transport. BRIEF DESCRIPTION OF DRAWINGS

[0065] Fig. 1 is a schematic diagram of the management process of the inter-terminal transport system provided by the embodiment of the application;

[0066] Fig. 2 is a schematic diagram of the charging and battery replacement scheduling strategy of the electric truck serving the inter-terminal container transport provided by the embodiment of the application;

[0067] Fig. 3 is a schematic diagram of the charging and battery replacement activity of the electric truck provided by the embodiment of the application;

[0068] Fig. 4 is a schematic diagram of the charging and battery replacement device designation and service insertion module of step 4 of the charging and battery replacement scheduling strategy of the electric truck serving the inter-terminal container transport provided by the embodiment of the application;

[0069] Fig. 5 is a schematic diagram of step 4B2. DETAILED DESCRIPTION

[0070] The charging and battery replacement scheduling strategy of the electric truck serving the inter-terminal container transport provided by the embodiment of the application will be described in more detail below with reference to the schematic diagrams, in which the preferred embodiment of the application is represented, and it should be understood that the application described herein can be modified by those skilled in the art while still achieving the advantageous effects of the application. Therefore, the following description should be understood as extensive knowledge for those skilled in the art, and not as a limitation on the application.

[0071] As shown in FIG. 1, the management process of the inter-terminal transport system provided by the embodiment acts on the path planning stage of the electric truck. The state of the inter-terminal transport system is obtained in real time through an online platform, and decisions are made in real time to coordinate the operation of the truck and the charging and swapping equipment, thereby reducing the increase in inter-terminal transport time caused by charging and swapping activities and the negative impact on efficiency.

[0072] Among them, near the starting terminal and the ending terminal, and on the roadside of the port area collection and distribution road, a plurality of charging and swapping equipment are arranged.

[0073] The charging equipment refers to the charging station. The swapping equipment refers to the power station that provides battery swapping service for the electric truck.

[0074] The "battery swapping" refers to replacing the battery installed on the truck.

[0075] As shown in FIG. 2, the on-the-way charging and swapping scheduling strategy of the electric truck serving the inter-terminal container transport provided by the embodiment includes the following steps:

[0076] Step 1, obtaining system state parameters.

[0077] In this step, the system state obtaining module obtains the real-time state parameters of the inter-terminal transport system through an online platform, such as:

[0078] The number of charging and swapping equipment is uploaded to the online platform by the networking module on each online charging and swapping equipment; it is used to obtain the number of online charging and swapping equipment to ensure that there is charging and swapping equipment online.

[0079] The location of each charging and swapping equipment is uploaded to the online platform by the GPS module on each online charging and swapping equipment; it is used to construct the set of online charging and swapping equipment, which is used in subsequent steps 2, 3 and 4 to calculate the distance. The reference is the satellite positioning coordinates (absolute position).

[0080] The number of all trucks, including the number of target trucks in the journey and the number of queued trucks in front of each charging and swapping equipment, is obtained by the camera unit and uploaded to the online platform; it is used in step 4 to determine the optimal charging and swapping equipment and service insertion position of the target truck through the objective function.

[0081] The real-time position of each target truck is automatically monitored by the GPS module on the target truck and uploaded to the online platform; it is used in step 4 to determine the optimal charging and swapping equipment and service insertion position of the target truck through the objective function.

[0082] The queuing situation of each charging and swapping equipment, i.e. the number of queued trucks N c and the charging and swapping time required by each queued truck N cThe required charging and replacing time is uploaded to the online platform by the camera unit; for step 4, the optimal charging and replacing equipment and service insertion position of the target truck are determined by the objective function.

[0083] Driving distance L of the current task trip o,d Each ITT task is divided into three segments, as shown in FIG. 3, and the start and end (i.e. destination) positions of each segment are recorded on the online platform. The online platform can calculate the driving distance of each segment.

[0084] Driving distance L from the start of the current task trip to the nearest charging and replacing equipment o,c The start of the trip and the position of the charging and replacing equipment are recorded on the online platform, and the online platform can calculate the distance.

[0085] Driving distance L from the destination of the current task trip to the nearest charging and replacing equipment d,c The end of the trip and the position of the charging and replacing equipment are recorded on the online platform, and the online platform can calculate the distance.

[0086] Step 2, target truck charging and replacing demand assessment, to determine whether charging and replacing is needed; if needed, step 3 is performed.

[0087] In this step, based on the charging and replacing demand assessment module, the battery power is judged to be lower than the threshold value or not, combined with the current task situation. If yes, charging and replacing is needed; otherwise, the original trip is continued.

[0088] The charging and replacing demand assessment module combines the current task of the truck (referred to as: target truck) and the truck position information to determine whether the battery power of the target truck is lower than the threshold value.

[0089] The charging and replacing demand assessment module is:

[0090] p- battery power percentage of the target truck, automatically monitored by the truck and transmitted to the online platform;

[0091] E- battery power capacity of the target truck, a fixed value related to the properties of the battery, pre-stored on the online platform;

[0092] L o,d - driving distance of the current task trip;

[0093] o- start of the trip, d- end of the trip, i.e. destination of the trip;

[0094] m- load of the current trip of the target truck, automatically monitored by the truck and transmitted to the online platform;

[0095] The energy consumption of the current trip is obtained by the truck trip energy consumption model;

[0096] L d,c The driving distance from the destination d of the current task trip to the charging and battery swapping device;

[0097] q-expected load of the next trip of the target truck, q=0 when m>0; q>0 when m=0;

[0098] c-charging and battery swapping device;

[0099] Ω c The set of charging and battery swapping devices consisting of all charging and battery swapping devices;

[0100] The energy consumption of the next trip is obtained by the truck trip energy consumption model;

[0101] P min The minimum truck battery energy percentage set to avoid over-discharge, which is a set value.

[0102] In this embodiment, as shown in FIG. 3, the task trip of the truck includes: the trip of the target truck from the truck station 1 to the start terminal, the trip of the target truck from the start terminal to the end terminal, and the trip of the target truck from the end terminal to the truck station 2.

[0103] As shown in FIG. 3, the schematic of the electric truck charging and battery swapping activity provided in the embodiment of the application, the charging and battery swapping demand evaluation module works in real time, so that the target truck can go to the charging and battery swapping device 1, 2, 3 to receive charging and battery swapping services in any trip of the task.

[0104] Wherein, the item on the left side is the current battery energy of the target truck.

[0105] The first item on the right side estimates the energy consumption of the current trip without charging and battery swapping.

[0106] The second item on the right side estimates the minimum battery energy required from the destination d of the current trip to the nearest charging and battery swapping device.

[0107] The third item on the right side ensures that the battery energy percentage is always higher than the threshold P (for example, 30%). min

[0108] If the above formula is true, charging and battery swapping is needed; otherwise, the original trip of the current task is continued.

[0109] That is, the evaluation principle of the charging and battery swapping demand evaluation module:

[0110] ​In combination with the current location of the target truck, the online platform determines the route of the current task performed by the target truck, calculates the minimum power required to support the target truck to travel to the destination, i.e., the first item on the right; and calculates the power consumed by the target truck to travel to the nearest charging and replacing device after completing the current route, i.e., the second item on the right.

[0111] Finally, a certain redundancy value is superimposed.

[0112] The energy consumption of the truck depends on the distance L and the load w, which can be calculated by the following formula.

[0113] That is, in the charging and replacing demand evaluation module, the model of the truck route energy consumption is:

[0114] wherein, The energy consumption calculated according to the route distance and the load of the target truck, i.e., the truck route energy consumption;

[0115] L a,b The distance from route point a to route point b is determined by the online platform according to the real-time location of the truck;

[0116] w- the load of the target truck on the route;

[0117] M- the maximum load that the target truck can carry;

[0118] β e The energy consumption per unit distance when empty (w=0); β f The energy consumption per unit distance when fully loaded (w=M).

[0119] In addition, in step 2, a uniform threshold can also be set according to operating experience, and a table lookup method can be used to determine whether charging and replacing is needed.

[0120] When using the table lookup method, the following table can be used for judgment:

[0121] If the real-time power p x E is in the interval requiring charging and replacing, charging and replacing is needed, otherwise the truck continues to perform the original route of the current task.

[0122] Step 3, search for a set of reachable charging and replacing devices.

[0123] In this step, based on the reachable charging and replacing device search module, for each charging and replacing device, it is determined whether the charging and replacing device is a reachable charging and replacing device for the target truck; all reachable charging and replacing devices constitute a set of reachable charging and replacing devices Ω for the target truck c .

[0124] The reachable charging and replacing device search module is:

[0125] wherein, When the current trip load is m, the driving energy consumption from the starting point o of the current task trip to the charging and replacing device c is obtained by the model of the truck trip energy consumption in the charging and replacing demand evaluation module. That is, after step 2 determines that the truck cannot complete the current trip to charge and replace, it must charge during the current trip, so step 3 is searched.

[0126] That is the working principle of the reachable charging and replacing device search module: in combination with the current location of the target truck, the online platform determines the trip of the current task performed by the target truck, calculates the power consumption of driving to each charging and replacing device and compares it with the real-time power of the target truck.

[0127] As shown in FIG. 3, if the trip is from the truck yard 1 to the starting point terminal, the charging and replacing device c is the charging station 1.

[0128] If the above formula is true, the charging and replacing device c is the reachable charging and replacing device of the target truck; otherwise, it is not the reachable charging and replacing device of the target truck.

[0129] In addition, in step 3, a unified distance threshold can also be set according to the running experience and the threshold in step 1, that is, the reachable charging and replacing device set is searched by table lookup method.

[0130] When the table lookup method is used, the following table can be used for judgment:

[0131] Wherein, the distance between the target truck and the charging and replacing device is obtained according to the charging and replacing device position in step 1 and the real-time position of the target truck.

[0132] If the distance between the target truck and the charging and replacing device c is in the reachable charging and replacing device interval, it is the reachable charging and replacing device of the target truck.

[0133] Step 4, charging and replacing device designation and charging and replacing service insertion position determination.

[0134] In this step, based on the charging and replacing device designation and service insertion module, the influence of charging and replacing at each charging and replacing device on system efficiency is quantified, the charging and replacing device that the target truck needs to go to is designated, and the service order of the charging and replacing device to multiple trucks is considered to realize the insertion of the charging and replacing service of the target truck.

[0135] That is, the increase of the total trip time of all trucks caused by the insertion of the charging and replacing activity of the target truck is minimized as the rule to find the optimal charging and replacing device position and charging and replacing service insertion position.

[0136] The increase value of the total travel time of the target truck when the target truck arrives at each charging and swapping device c and service insertion position l is calculated.

[0137] The charging and swapping device c corresponding to the minimum increase value * The optimal charging and swapping device for the target truck.

[0138] The service insertion position l corresponding to the minimum increase value * The optimal charging and swapping service insertion position for the target truck.

[0139] In this embodiment, as shown in FIG. 4, the module includes the following three steps 4A, 4B and 4C.

[0140] Step 4A, for each reachable charging and swapping device c obtained by step 3, the increased travel time h of the target truck after driving to the charging and swapping device is calculated c and the charging and swapping time g of the truck c , and the charging and swapping time g of the truck c is uploaded to the online platform.

[0141] Wherein, the increased travel time h of the truck c is calculated by the charging and swapping device designation and service insertion module: h c = T o,c + T c,d - T o,d (4)

[0142] T o,c - the driving time from the starting point o of the current trip to the charging and swapping device c; T o,c = L o,c / v;

[0143] T c,d - the driving time from the charging and swapping device c to the ending point d of the current trip; T c,d = L c,d / v;

[0144] T o,d - the driving time of the current trip; T o,d = L o,d / v;

[0145] v- the speed of the target truck;

[0146] L o,c - the driving distance from the starting point o of the current trip to the charging and swapping device c;

[0147] L c,d - the driving distance from the charging and swapping device c to the ending point d of the current trip;

[0148] L o,d- the driving distance of the current mission trip.

[0149] Truck charging time c The charging and swapping time of the truck is calculated by the charging and swapping device and the service insertion module:

[0150] Wherein, α-target truck charging and swapping rate (charging and swapping power per unit time);

[0151] P max - the set maximum truck battery power percentage;

[0152] Driving energy consumption from the starting point of the current trip to the charging and swapping device c.

[0153] Step 4B, for each reachable charging and swapping device c obtained by step 3, calculate the total queuing time of the truck increased by inserting a charging and swapping service into the charging and swapping device service sequence. It can be calculated by the following three steps:

[0154] Step 4B1, for each reachable charging and swapping device c and possible insertion charging and swapping service position l, calculate the charging and swapping start time T0 of the target truck after inserting the service.

[0155] Wherein, the charging and swapping start time T0 can be represented as the maximum value of the following time, that is, the latest time, that is, MAX(T a ,T b ).

[0156] Service insertion position l: the number of services of each charging and swapping device is N c (N c , that is, the number of queuing trucks), then the target truck service insertion position lε(1, N c +1).

[0157] T a = the time when the target truck drives to the charging and swapping device c;

[0158] T b = the end time of the current charging and swapping service of the charging and swapping device c, obtained by the online platform calculation;

[0159] Wherein, T a can be calculated by the online platform as follows: T a = T now + L now,c / v (6)

[0160] Wherein, T now - the current time, obtained by the target truck timing module and uploaded to the online platform;

[0161] L now,c-The driving distance from the current location now to the charging and swapping device c, where the current location now is obtained by the target container truck GPS module and uploaded to the online platform.

[0162] Step 4B2: After inserting the target truck service at position l, the starting time T of each subsequent charging and swapping service of the charging pile is calculated. c,k , kε(l+1,N c +1), as shown in Figure 5.

[0163] The start time of each subsequent charging and swapping service of the charging pile is specified by the charging and swapping equipment and calculated by the service insertion module:

[0164] t c,k-1 = the charging and battery swapping start time of the container truck at service location k-1 before the service is inserted;

[0165] T c,k-1 = the time when charging and battery swapping starts for the container truck at service location k-1 after the service is inserted;

[0166] g c,k-1 = the charging and battery swapping time required for the container truck at service location k-1 after insertion into the service;

[0167] Step 4B3: Calculate the increase in the total queue time at the reachable charging and swapping device c and the possible location l for the charging and swapping service. c,l .

[0168] The increase in the total queue time is calculated by the charging and swapping equipment designation and service insertion module:

[0169] Step 4C: Find the optimal location of the charging and swapping equipment and the location where the charging and swapping service is inserted, based on the rule of minimizing the increase in the total travel time of all container trucks caused by the charging and swapping activity of inserting the target container truck.

[0170] That is, in steps 4A and 4B, the increase in the total travel time of all container trucks when the target container truck reaches each charging and swapping device c and service insertion position l is traversed and calculated.

[0171] Among them, for each charging and swapping device c and service insertion location l, the increase in the total travel time of all container trucks is w c,l Calculated by the charging and swapping equipment specified and service plug-in module: c,l =h c +waiting c,l (9)

[0172] The charging and swapping equipment corresponding to the minimum added value c * That is the optimal charging and battery swapping equipment for the target container truck.

[0173] The minimum increase value corresponds to the service insertion position l * That is, the best charging and battery replacement service insertion position of the target set of trucks.

[0174] That is:

[0175] In addition, in the embodiment, the online platform, the system state acquisition module, the charging and battery replacement demand evaluation module, the reachable charging and battery replacement device search module, and the charging and battery replacement device designation and service insertion module are sequentially signal connected.

[0176] The above are only preferred embodiments of the present application, and do not have any limiting effect on the present application. Any person skilled in the art, without departing from the scope of the technical solutions of the present application, makes any form of equivalent replacement or modification of the technical solutions and technical contents disclosed by the present application, and still belongs to the protection scope of the present application.

Claims

1. A charging scheduling strategy for electric tractor units serving inter-terminal container transport, characterized in that, The method comprises the following steps: Step 1: Obtain real-time state parameters of the inter-terminal transportation system through an online platform for use in steps 2 to 4; The state parameters include: the number of charging and battery replacement devices, the location of each charging and battery replacement device, the number of all trucks, the real-time location of each target truck, and the truck queuing situation of each charging and battery replacement device; Step 2: Based on the charging and battery replacement demand evaluation module and the truck trip energy consumption model, evaluate the charging and battery replacement demand of the target truck to determine whether charging and battery replacement is needed; if needed, perform step 3; The charging and battery swapping demand evaluation module is: The model of the energy consumption of the truck route is: p - the battery percentage of the target truck; E - the battery capacity of the target truck; L o,d - distance travelled of the current mission trip; o - the starting point of the trip, d - the ending point of the trip; m - the load of the current trip of the target truck; - the energy consumption of the current trip, obtained from the truck trip energy consumption model; L d,c - the driving distance from the destination d of the current mission trip to the charging device; q - the expected load of the next trip of the target truck, q = 0 when m > 0; q > 0 when m = 0; c - the charging and battery replacement device; Ω c - a set of charging and swapping devices consisting of all charging and swapping devices; - the energy consumption of the next trip, obtained from the truck trip energy consumption model; P min - a minimum percentage of battery charge of the truck set to avoid over-discharge; - the truck trip energy consumption; L a,b - the distance from point a to point b of the stroke; w - the load of the target truck on the trip; M - the maximum load that the target truck can carry; β e - energy consumption per distance in empty state; β f - energy consumption per distance in full state; Step 3: Search for the set of reachable charging and battery replacement devices based on the reachable charging and battery replacement device search module; In the method, the reachable charging replacement device searching module is: - the driving energy consumption from the starting point of the current trip to the charging and battery replacement device c when the current trip load is m; Step 4: Charging and battery replacement device designation and charging and battery replacement service insertion location determination, comprising the following steps: Step 4A, for each reachable charging and swapping device c obtained from step 3, calculate the increased travel time h of the target truck after traveling to the charging and swapping device c and the truck charging and swapping time g c ; h c = T o,c + T c,d - T o,d ; T o,c = L o,c / v; T c,d = L c,d / v; T o,d = L o,d / v; T o,c - travel time from the start point o of the current trip to the charging device c; T c,d - travel time from the charging exchange device c to the end point d of the current trip; T o,d - travel time of the current trip; v - the speed of the target truck; α - the charging and battery replacement rate of the target truck; P max - a set maximum percentage of battery charge for the tractor unit; - the driving energy consumption from the starting point of the current trip to the charging and battery replacement device c; Step 4B, for each reachable charging device c resulting from Step 3, calculate the total trailer queuing time waiting that would be added by inserting an item of charging service into the charging device service sequence for that charging device c,l comprising the following steps: Step 4B1: For each reachable charging and battery replacement device c and possible insertion of charging and battery replacement service location l, calculate the charging and battery replacement start time T0 of the target truck after inserting the service; T0 = MAX(T a ,T b ) ; T a = the time when the target set of trucks drives to the charging and swapping device c; T b = the current charging and swapping service end time of the charging and swapping device c; Step 4B2, after the target set of card services is inserted at the l position, the starting time T of each subsequent charging and battery swapping service of the charging pile is traversed and calculated c,k , k e (l + 1, N c + 1) ; t c,k-1 = the start time of the charging and swapping of the service location k-1 before the insertion service; T c,k-1 = the start time of the charging and swapping of the service location k-1 of the container truck after the service is inserted; g c,k-1 = the required charging time of the set of containers at position k-1 after the insertion of the service; Step 4B3, calculate the increase value of the total time of the queue at the reachable charging swap device c and the possible location l inserted into the charging swap service waiting c,l ; Step 4C, finding optimal charging and swapping device c * and charging and swapping service insertion location l * and specifically comprising the following steps: w c,l = h c + waiting c,l ; wherein w c,l - the increase in total truck travel time. 2.The on-the-way charging scheduling strategy for electric tractor units serving inter-terminal container transportation according to claim 1, wherein, The task trip includes: the trip of the target truck from the first truck yard to the starting point terminal, the trip of the target truck from the starting point terminal to the ending point terminal, and the trip of the target truck from the ending point terminal to the second truck yard. 3.The on-the-way charging scheduling strategy for electric tractor units serving inter-terminal container transportation according to claim 1, wherein, Several charging and battery replacement devices are set at a set distance from the starting point terminal, at a set distance from the ending point terminal, and at the roadside of the task trip. 4.The on-the-way charging scheduling strategy for electric tractor units serving inter-terminal container transportation according to claim 1, wherein, The charging and battery replacement device includes a charging device and a battery replacement device. 5.The on-the-way charging scheduling strategy for electric tractor units serving inter-terminal container transportation according to claim 1, wherein, The truck is provided with a GPS module and a timing module.

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