CN106408216B - Charging plan making method based on electric automobile battery replacement station time sequence response model - Google Patents
Charging plan making method based on electric automobile battery replacement station time sequence response model Download PDFInfo
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Abstract
A charging plan making method based on an electric automobile power exchange station time sequence response model comprises the following steps: establishing a control capability model of a standby battery in a battery replacement station aiming at the characteristics of a battery replacement mode of an electric vehicle, wherein the control capability model comprises the steps of establishing a state vector of battery packs in the battery replacement station, grouping the controlled states of the battery packs to obtain corresponding state vectors and determining the number of the battery packs in each state; obtaining the load margin of a standby battery pack in the battery swapping station through recursion simulation, wherein the load margin of the battery swapping station at the time t is calculated, and a load margin band at the subsequent time is calculated according to the actual load of the battery pack at the time t; on the premise of meeting the battery replacement requirement and the power grid operation requirement of the electric automobile, a method for making a charging plan of a battery replacement station operator is provided by combining a load margin band of a standby battery pack in the battery replacement station and a target load determined by the power grid operation requirement. On the basis of meeting the battery replacement requirement, the charging time and the charging quantity of the standby battery pack are reasonably regulated and controlled, and the economic and efficient operation of the battery replacement station is realized.
Description
Technical Field
The invention relates to a method for making a charging plan of an electric automobile. In particular to a charging plan making method based on an electric automobile power change station time sequence response model.
Background
With the increasing prominence of the problems of climate change, energy shortage and the like, the electric automobile becomes the future development direction of the automobile industry. At present, the electric energy supply mode of an electric automobile is mainly divided into a charging mode and a battery replacement mode, wherein the battery replacement mode has the following advantages: the waiting time is short, and the vehicle utilization rate is high; the charging can be carried out in the low valley period of the load of the power grid, so that the peak clipping and valley filling functions are exerted; can assist in the local consumption of new energy, and the like. Meanwhile, the battery replacement mode also has the following disadvantages: the initial investment cost is high; the models of the battery packs need to be uniform, and the like. Based on the characteristics, the battery replacement mode is more suitable for the vehicles with fixed driving behaviors such as buses, special places, sanitation service buses and the like. With the rapid development of the electric automobile industry, the large-scale electric automobile battery replacement load will bring great influence to the power grid in the future, but the replaced standby battery pack has the characteristics of controllable charging time, controllable charging quantity and the like, and new opportunities are provided for the safe and economic operation of the power system. Therefore, after the research on whether the load of the standby battery pack in the power conversion station has controllability in time sequence and how high regulation and control capability of an operator, the operation requirement of the system can be realized by making a corresponding charging plan to respond to the excitation measure of the power grid in the load peak period, the load valley period and other load regulation and control requirement periods, and meanwhile, the efficient and economic operation of the power conversion station is promoted, which has important practical significance.
At present, most researches on the charging load of the electric automobile are concentrated under the charging mode, and few researches on the control and utilization of the charging load of the electric automobile under the power exchanging mode are concentrated in the field of optimization operation of the power exchanging station of the electric automobile, wherein the optimization operation field comprises the steps of determining the number of standby battery packs in the power exchanging station at different moments, utilizing the frequency modulation and voltage regulation of the power exchanging station, consuming the output of new energy and the like.
Disclosure of Invention
The invention aims to solve the technical problem of providing a charging plan making method based on an electric automobile battery replacement station time sequence response model, which realizes economic and efficient operation of a battery replacement station by reasonably regulating and controlling the charging time and the charging quantity of a standby battery pack.
The technical scheme adopted by the invention is as follows: a charging plan making method based on an electric automobile power exchange station time sequence response model comprises the following steps:
1) aiming at the characteristics of the battery replacement mode of the electric automobile, a control capability model of a standby battery in a battery replacement station is established, and the control capability model comprises the following steps:
(1) establishing a battery pack state vector in a battery replacement station;
(2) grouping the controlled states of the battery packs to obtain corresponding state vectors;
(3) determining the number of battery packs in each state;
2) obtaining the load margin of a standby battery pack in a battery swapping station through recursion simulation, wherein the load margin comprises the following steps:
(1) calculating the load margin of the power change station at the time t;
(2) calculating a load margin band at the subsequent time according to the actual load of the battery pack at the time t;
3) on the premise of meeting the battery replacement requirement and the power grid operation requirement of the electric automobile, a method for making a charging plan of a battery replacement station operator is provided by combining a load margin band of a standby battery pack in the battery replacement station and a target load determined by the power grid operation requirement.
Step 1) establishing a battery pack state vector in the battery replacing station in the step (1), wherein the state of a standby battery pack in the battery replacing station is represented by a three-dimensional row vector:
Status＝(n,SocN,Ts) (1)
in the formula, n is the current charging state identifier of the battery pack:
SocN denotes the current state of charge, TSAnd the time when the electric automobile reaches the battery replacement station is shown.
Step 1) step (2) comprises the steps of dividing the standby battery packs in the battery replacement station into 4 types: charging battery (N)1) Battery pack (N) requiring stop of charging2) Full-charged battery pack (N)3) Battery pack to be charged (N)4) The first three battery packs are all in uncontrollable states, and the number of the battery packs is N4-1The rest battery packs to be charged are in a controllable state, and the number of the battery packs to be charged is N4-2And simultaneously defining the battery replacement demand of the electric automobile as NneedThus, state vectors corresponding to the four-state battery packs are obtained:
in the formula, SOCmaxIndicating the amount of charge of the battery pack in a fully charged state.
Step 1) the determining the number of the battery packs in each state in the step (3) comprises the following steps:
battery pack N being charged at time t1(t) number of
According to the state vector of the battery pack at the time t, n is 1 and 0 is satisfied for the state vector<SocN<SOCmaxIs accumulated, namely the number N of the battery packs which are being charged at the moment t is determined1(t)；
(ii) battery pack N whose charging must be stopped at time t2(t) number of
According to the state vector of the battery pack at the time t, n is equal to 1, and SocN is equal to SOC for the state vectormaxIs added up, namely the battery pack N which has to stop charging at the time t is determined2(t)；
(iii) time t full battery N3(t) number of
t time full battery pack number N3(t) the number N of full-cell batteries at time t-13(t-1) battery replacement requirement Nneed(t-1) and the battery pack N whose charging must be stopped at time t2(t) Battery pack N determined together to be fully charged at time t3The quantity of (t) is obtained by calculating the battery pack state information at the time t-1 and the battery pack state information in the power change station at the time t:
N3(t)＝N3(t-1)-Nneed(t-1)+N2(t) (3)
(iv) Battery group N to be charged at time t4(t) number of
Number N of battery packs to be charged at time t4(t) the number N of battery packs remaining to be charged from time t-1left(t-1) and the number of battery packs changed from the electric vehicle at the time t are jointly determined, wherein the number of battery packs changed at the time t is the battery changing requirement N at the time tneed(t) number, therefore, time t is to be chargedElectric battery pack N4The quantity of (t) is calculated by battery pack state information in the power change station at the time t-1 and battery pack state information in the power change station at the time t:
N4(t)＝Nleft(t-1)+Nneed(t) (4)
residual battery pack N to be charged at time t-1leftThe numerical formula of (t-1) is as follows:
Nleft(t-1)＝N4(t-1)-N4-1(t-1)-Ngrid(t-1) (5)
in the formula, N4-1(t) representing the number of battery packs that must be charged at time t to meet the battery replacement requirement at subsequent time; n is a radical ofgridAnd (t-1) representing the quantity of the battery packs in the controllable state accessed to the system for charging in order to meet the operation requirement of the power grid at the time t-1.
Step 2) the step (1) comprises the following steps:
determining the number of battery packs N that must be charged at time t4-1(t)
If part of the battery packs to be charged at the time t are connected to the system for charging, the battery changing requirement at the subsequent time can be met, the battery changing station at the time t has a control margin, and the number N of the battery packs to be charged4-1(t) is the battery replacement demand Nneed(t)；
If all the battery packs to be charged at the time t are connected to the system for charging and the battery changing requirements at the subsequent time cannot be met, the battery changing station at the time t does not have a control margin, and the number N of the battery packs which must be charged at the time4-1(t) is the number N of all battery packs to be charged4(t)；
(ii) determining the controllable number of battery packs N at time t4-2(t)
the number of the battery packs controllable at the time t is determined by the number N of all the battery packs to be charged at the time t4(t) number of battery packs N that have to be charged at time t4-1(t) calculated as:
if part of the battery packs to be charged at the time t are connected to the system for charging, the battery changing requirement at the subsequent time can be met, the battery changing station at the time t has a control margin, and the number N of the battery packs can be controlled4-2(t)＝N4(t)-Nneed(t)；
If all the battery packs to be charged at the time t are connected to the system for charging and the battery changing requirements at the subsequent time cannot be met, the battery changing station at the time t does not have control margin, and the number N of the controllable battery packs at the time4-2(t)＝0；
(iii) calculating a battery load margin at time t
the calculation formula of the battery pack load margin at the time t is as follows:
Pmin(t)≤Pb(t)≤Pmax(t)
Pmin(t)＝Prated*[N1(t-1)-N2(t)+N4-1(t)]
Pmax(t)＝Prated*[N1(t-1)-N2(t)+N4-1(t)+N4-2(t)] (6)
in the formula, Pmin(t) is the lower limit of the load margin at time t; pmax(t) is the upper limit of the load margin at time t; pratedAverage charging power, P, for the batteryb(t) is the actual load of the battery pack at time t; when the battery pack load is adjusted by a power station operator to meet the operation requirement of a power grid, the constraints of the upper and lower boundaries of the battery pack load need to be met.
Step 2) the step (2) comprises the following steps:
estimating the load margin at time t +1 based on the actual load of the stack at time t
Firstly, determining a target load P of a power change station according to the operation requirement of a power gridgoal(t); secondly, on the basis of the load margin at the time t, the actual load P of the battery pack at the current time is obtainedb(t), after the actual charging load of the battery pack at the time t is determined, updating the state vector of the battery pack in the power switching station at the time t + 1; finally, determining the number of the battery packs in each state at the time of t +1 according to the state vector of the battery packs, and further calculating the load margin at the time of t + 1;
(ii) continuing to estimate the load margin at the time t +2 on the basis of the load margin at the time t +1 by taking the actual load at the time t as a reference:
a. estimating the upper limit of the load margin at time t +2
Assuming that the battery pack load at the time t +1 is an arbitrary value within the load margin at that time, P is set asb(t +1), arbitrary value PbThe relationship between (t +1) and the upper limit of the load margin at the time t +1 is as follows:
Pb(t+1)＝Pb.max(t+1)-Prated*Nleft(t+1) (7)
battery pack N with full power at moment t3(t) quantity calculation formula, battery pack load margin calculation formula at time t and arbitrary value PbThe relation formula of (t +1) and the upper limit of the load margin at the time t +1 is obtained:
Pmax(t+2)
＝Prated*[N1(t-1)-N2(t)+N4(t)]
＝Pb(t+1)+Prated*[Nleft(t+1)+Nneed(t+2)-N2(t+2)]
＝Pb.max(t+1)+Prated*[Nneed(t+2)-N2(t+2)] (8)
due to Nneed(t +2) and N2(t +2) is the determination at time t +2, Pb.max(t +1) is a fixed value estimated from the state of the battery pack at time t, and therefore the upper limit values of the load margins at time t +2 estimated from any load value within the load margin at time t +1 are all the same;
b. estimating the lower limit of the load margin at the time t +2
According to the operation rule in the battery replacement station, if the number of battery packs actually connected and charged at the previous moment is smaller, the number of controllable battery packs at the next moment is larger, and the controllable load margin is larger; conversely, if the number of battery packs actually connected to charge at the previous moment is larger, the number of controllable battery packs at the next moment is smaller, the controllable load margin is smaller, and the load margin calculation formula at the t +2 moment is as follows:
△P(t+2)＝Pb.max(t+2)-Pb.min(t+2) (9)
the upper limit value of the load margin is fixed, the larger the controllable load margin is, the smaller the lower limit value of the load margin is, and the actual load P at the moment of t +1b(t+1)＝PminIn the case of (t +1), the load margin at the time of t +2 is the largest, and the lower limit value of the load margin at the time of t +2 is the smallest;
therefore, assume the actual load P at time t +1b(t+1)＝Pmin(t +1), and the load margin obtained by calculation is the upper limit and the lower limit of the load margin at the time of t + 2.
(iii) calculating the load margin at each subsequent time based on the actual load at the time t to form a load margin zone;
(iv) if the actual load of the battery pack at the time t +1 is known, obtaining a load margin at the subsequent time by recursion from (i) to (iii).
The method for making the charging plan of the charging station operator comprises the following steps:
(1) the method comprises the following steps that an operator of a power change station acquires all-day original data, including: target load P of power change stationgoalAnd the battery replacing demand N of the electric automobile battery replacing stationneedAnd aiming at the power change stations with different scales and different power grid operation requirements, different target loads are corresponded.
(2) And (4) the power station replacement operator replaces the electric automobile with the power replacement requirement at the time t, and updates the state vector of the battery pack.
(3) And calculating the quantity of the battery packs in each state at the time t and the controllable margin at the time t according to the state vector of the battery packs, and determining the ideal load of the battery pack of the power station at the time t under the controllable margin and the line power constraint according to the target load at the time t.
(4) And the power station replacement operator makes a corresponding charging plan in response to the incentive measures of the power grid enterprise, controls the charging process of the standby battery pack, and calculates the load margin band at the subsequent moment according to the actual load of the battery pack.
The charging plan making method based on the electric automobile power change station time sequence response model provided by the invention researches the modeling problem of the load active control capacity of the standby battery pack in the station and provides a recursion method of the battery pack load margin band in the future time station. On the basis of meeting the battery replacement requirement, a charging plan making process of a battery replacement station operator is provided for a target load determined according to the power grid operation requirement, reasonable regulation and control of charging time and charging quantity of the standby battery pack are achieved, and economical and efficient operation of the battery replacement station is achieved. Meanwhile, the upper-layer dispatching can indirectly regulate and control the battery pack load accessed at each moment through a battery changing station operator, find the mismatching symptom of the target load and the upper limit and the lower limit of the load margin in time, adjust the target load and the excitation measure in time, further fulfill the aims of balancing regional load characteristics and the like by utilizing the target load and the load margin, realize the requirements of power grid operation, and fulfill the aims of improving the regional load characteristics and the like by utilizing the battery pack load.
Drawings
FIG. 1 is a schematic diagram of battery load recursion (t +1 to t + 2);
FIG. 2 is a comparison of the load margin band at time t and time t + 1;
FIG. 3 is a flow chart of charging schedule formulation based on a power swapping station time sequence response model;
FIG. 4 is a target load graph of a power swapping station;
FIG. 5 is a graph illustrating a power change requirement of an electric vehicle;
FIG. 6 is a battery pack initial state of charge map;
fig. 7a is a battery load margin band diagram at the time when t is 1 when the number of spare battery packs is 600;
fig. 7b is a battery load margin band diagram at time t-7 when the number of spare battery packs is 600;
fig. 7c is a battery load margin band diagram at time t-13 when the number of spare battery packs is 600;
fig. 7d is a battery load margin band diagram at time t-19 when the number of spare battery packs is 600;
FIG. 8 is a diagram showing the relationship between the number of full-charge battery packs and the battery replacement requirement when the number of spare battery packs is 600;
fig. 9a is a battery load margin band diagram at the time when t is 1 when the number of spare battery packs is 500;
fig. 9b is a battery load margin band diagram at time t-7 when the number of spare battery packs is 500;
fig. 9c is a battery load margin band diagram at time t 13 when the number of spare battery packs is 500;
fig. 9d is a battery load margin band diagram at time t-19 when the number of spare battery packs is 500;
FIG. 10a is a diagram showing the relationship between the number of full-cell batteries and the battery replacement requirement when the number of standby batteries is 500;
FIG. 10b is a graph showing the relationship between the actual full-cell number and the actual battery replacement number when the number of spare batteries is 500.
Detailed Description
The charging plan making method based on the electric vehicle power change station time sequence response model is described in detail below with reference to the embodiments and the accompanying drawings.
The economic and safe dispatching of the power grid is an important problem faced by the need of accessing the electric automobile into the power grid. The battery pack load margin in the battery replacement station is a good control reference. The charging plan making method based on the electric automobile power changing station time sequence response model is used for making a charging plan of a battery pack in an electric automobile power changing station more scientifically and reasonably from the perspective of a power changing station operator. Firstly, the modeling problem of the load active control capability of standby battery packs in a station is researched, and a determination method of the number of the battery packs in each state is provided based on the number of the standby battery packs in the station and the battery replacement requirement; secondly, a recursion method of a battery pack load margin band in a future time station is provided; and finally, providing a flow for making a charging plan of a power change station operator for a target load determined according to the operation requirement of the power grid, and reasonably regulating and controlling the charging time and the charging quantity of the standby battery pack.
The invention discloses a charging plan making method based on an electric automobile power change station time sequence response model, which comprises the following steps of:
1) aiming at the characteristics of the battery replacement mode of the electric automobile, a control capability model of a standby battery in a battery replacement station is established, and the control capability model comprises the following steps:
(1) establishing a battery pack state vector in a battery replacement station; the state of a standby battery pack in a battery replacement station is represented by a three-dimensional row vector:
Status＝(n,SocN,Ts) (1)
in the formula, n is the current charging state identifier of the battery pack:
SocN denotes the current state of charge, TSAnd the time when the electric automobile reaches the battery replacement station is shown.
(2) Grouping the controlled states of the battery packs to obtain corresponding state vectors; the method comprises the following steps of dividing standby battery packs in a battery replacement station into 4 types: charging battery (N)1) Battery pack (N) requiring stop of charging2) Full-charged battery pack (N)3) Battery pack to be charged (N)4) The first three battery packs are all in an uncontrollable state, in order to meet the power change requirement at the subsequent time, a part of battery packs to be charged at each time must be connected to a power grid for charging, and the part of battery packs are in an uncontrollable state, the number of the battery packs is N4-1The rest battery packs to be charged are in a controllable state, and the number of the battery packs to be charged is N4-2And simultaneously defining the battery replacement demand of the electric automobile as NneedThus, state vectors corresponding to the four-state battery packs are obtained:
in the formula, SOCmaxIndicating the amount of charge of the battery pack in a fully charged state.
(3) Determining the number of battery packs in each state; the method comprises the following steps:
battery pack N being charged at time t1(t) number of
According to the state vector of the battery pack at the time t, n is 1 and 0 is satisfied for the state vector<SocN<SOCmaxIs accumulated, namely the number N of the battery packs which are being charged at the moment t is determined1(t)；
(ii) battery pack N whose charging must be stopped at time t2(t) number of
When the battery pack is charged to a full state, the charging must be stopped to reduce power consumption and damage to the battery pack. Based on the battery at time tA state vector satisfying n 1 and SocN SOCmaxIs added up, namely the battery pack N which has to stop charging at the time t is determined2(t)；
(iii) time t full battery N3(t) number of
t time full battery pack number N3(t) the number N of full-cell batteries at time t-13(t-1) battery replacement requirement Nneed(t-1) and the battery pack N whose charging must be stopped at time t2(t) Battery pack N determined together to be fully charged at time t3The quantity of (t) is obtained by calculating the battery pack state information at the time t-1 and the battery pack state information in the power change station at the time t:
N3(t)＝N3(t-1)-Nneed(t-1)+N2(t) (3)
(iv) Battery group N to be charged at time t4(t) number of
Number N of battery packs to be charged at time t4(t) the number N of battery packs remaining to be charged from time t-1left(t-1) and the number of battery packs changed from the electric vehicle at the time t are jointly determined, wherein the number of battery packs changed at the time t is the battery changing requirement N at the time tneed(t) number of battery packs N to be charged at time t4The quantity of (t) is calculated by battery pack state information in the power change station at the time t-1 and battery pack state information in the power change station at the time t:
N4(t)＝Nleft(t-1)+Nneed(t) (4)
residual battery pack N to be charged at time t-1leftThe numerical formula of (t-1) is as follows:
Nleft(t-1)＝N4(t-1)-N4-1(t-1)-Ngrid(t-1) (5)
in the formula, N4-1(t) representing the number of battery packs that must be charged at time t to meet the battery replacement requirement at subsequent time; n is a radical ofgridAnd (t-1) representing the quantity of the battery packs in the controllable state accessed to the system for charging in order to meet the operation requirement of the power grid at the time t-1.
2) Obtaining the load margin of a standby battery pack in a battery swapping station through recursion simulation, wherein the load margin comprises the following steps:
(1) calculating the load margin of the power change station at the time t; the method comprises the following steps:
determining the number of battery packs N that must be charged at time t4-1(t)
If part of the battery packs to be charged at the time t are connected to the system for charging, the battery changing requirement at the subsequent time can be met, the battery changing station at the time t has a control margin, and the number N of the battery packs to be charged4-1(t) is the battery replacement demand Nneed(t)；
If all the battery packs to be charged at the time t are connected to the system for charging and the battery changing requirements at the subsequent time cannot be met, the battery changing station at the time t does not have a control margin, and the number N of the battery packs which must be charged at the time4-1(t) is the number N of all battery packs to be charged4(t)；
(ii) determining the controllable number of battery packs N at time t4-2(t)
the number of the battery packs controllable at the time t is determined by the number N of all the battery packs to be charged at the time t4(t) number of battery packs N that have to be charged at time t4-1(t) calculated as:
if part of the battery packs to be charged at the time t are connected to the system for charging, the battery changing requirement at the subsequent time can be met, the battery changing station at the time t has a control margin, and the number N of the battery packs can be controlled4-2(t)＝N4(t)-Nneed(t)；
If all the battery packs to be charged at the time t are connected to the system for charging and the battery changing requirements at the subsequent time cannot be met, the battery changing station at the time t does not have control margin, and the number N of the controllable battery packs at the time4-2(t)＝0；
(iii) calculating a battery load margin at time t
the calculation formula of the battery pack load margin at the time t is as follows:
Pmin(t)≤Pb(t)≤Pmax(t)
Pmin(t)＝Prated*[N1(t-1)-N2(t)+N4-1(t)]
Pmax(t)＝Prated*[N1(t-1)-N2(t)+N4-1(t)+N4-2(t)] (6)
in the formula, Pmin(t) is the lower limit of the load margin at time t; pmax(t) is the upper limit of the load margin at time t; pratedAverage charging power, P, for the batteryb(t) is the actual load of the battery pack at time t; when the battery pack load is adjusted by a power station operator to meet the operation requirement of a power grid, the constraints of the upper and lower boundaries of the battery pack load need to be met.
(2) Calculating a load margin band at the subsequent time according to the actual load of the battery pack at the time t; the method comprises the following steps:
estimating the load margin at time t +1 based on the actual load of the stack at time t
Firstly, determining a target load P of a power change station according to the operation requirement of a power gridgoal(t); secondly, on the basis of the load margin at the time t, the actual load P of the battery pack at the current time is obtainedb(t), after the actual charging load of the battery pack at the time t is determined, updating the state vector of the battery pack in the power switching station at the time t + 1; finally, determining the number of the battery packs in each state at the time of t +1 according to the state vector of the battery packs, and further calculating the load margin at the time of t + 1;
(ii) continuing to estimate the load margin at the time t +2 on the basis of the load margin at the time t +1 by taking the actual load at the time t as a reference:
a. estimating the upper limit of the load margin at time t +2
Assuming that the battery pack load at the time t +1 is an arbitrary value within the load margin at that time, P is set asb(t +1), arbitrary value PbThe relationship between (t +1) and the upper limit of the load margin at the time t +1 is as follows:
Pb(t+1)＝Pb.max(t+1)-Prated*Nleft(t+1) (7)
battery pack N with full power at moment t3(t) quantity calculation formula, battery pack load margin calculation formula at time t and arbitrary value PbThe relation formula of (t +1) and the upper limit of the load margin at the time t +1 is obtained:
Pmax(t+2)
＝Prated*[N1(t-1)-N2(t)+N4(t)]
＝Pb(t+1)+Prated*[Nleft(t+1)+Nneed(t+2)-N2(t+2)]
＝Pb.max(t+1)+Prated*[Nneed(t+2)-N2(t+2)] (8)
due to Nneed(t +2) and N2(t +2) is the determination at time t +2, Pb.max(t +1) is a fixed value estimated from the state of the battery pack at time t, and therefore the upper limit values of the load margins at time t +2 estimated from any load value within the load margin at time t +1 are all the same;
b. estimating the lower limit of the load margin at the time t +2
According to the operation rule in the battery replacement station, if the number of battery packs actually connected and charged at the previous moment is smaller, the number of controllable battery packs at the next moment is larger, and the controllable load margin is larger; conversely, if the number of battery packs actually connected to charge at the previous moment is larger, the number of controllable battery packs at the next moment is smaller, the controllable load margin is smaller, and the load margin calculation formula at the t +2 moment is as follows:
△P(t+2)＝Pb.max(t+2)-Pb.min(t+2) (9)
the upper limit value of the load margin is fixed, the larger the controllable load margin is, the smaller the lower limit value of the load margin is, and the actual load P at the moment of t +1b(t+1)＝PminIn the case of (t +1), the load margin at the time of t +2 is the largest, and the lower limit value of the load margin at the time of t +2 is the smallest;
therefore, assume the actual load P at time t +1b(t+1)＝Pmin(t +1), and the load margin obtained by calculation is the upper limit and the lower limit of the load margin at the time of t + 2. The recurrence relation is shown in fig. 1 below.
(iii) calculating the load margin at each subsequent time based on the actual load at the time t to form a load margin zone;
(iv) if the actual load of the battery pack at the time t +1 is known, obtaining a load margin at the subsequent time by recursion from (i) to (iii). However, the load margin band obtained by the recursion at the time t is different from the load margin band obtained by the recursion at the time t +1 in the load margin band at the same subsequent time. As shown in fig. 2.
3) On the premise of meeting the battery replacement requirement and the power grid operation requirement of the electric automobile, a method for making a charging plan of a battery replacement station operator is provided by combining a load margin band of a standby battery pack in the battery replacement station and a target load determined by the power grid operation requirement; as shown in fig. 3, includes:
(1) the method comprises the following steps that an operator of a power change station acquires all-day original data, including: target load P of power change stationgoalAnd the battery replacing demand N of the electric automobile battery replacing stationneedAnd aiming at the power change stations with different scales and different power grid operation requirements, different target loads are corresponded.
(2) And (4) the power station replacement operator replaces the electric automobile with the power replacement requirement at the time t, and updates the state vector of the battery pack.
(3) And calculating the quantity of the battery packs in each state at the time t and the controllable margin at the time t according to the state vector of the battery packs, and determining the ideal load of the battery pack of the power station at the time t under the controllable margin and the line power constraint according to the target load at the time t.
(4) And the power station replacement operator makes a corresponding charging plan in response to the incentive measures of the power grid enterprise, controls the charging process of the standby battery pack, and calculates the load margin band at the subsequent moment according to the actual load of the battery pack.
The best examples are given below:
MATLAB is a commercial mathematical software produced by MathWorks corporation, usa, and is a high-level technical computing language and interactive environment that can be used for algorithm development, data visualization, data analysis, and numerical computation. The embodiment of the invention is based on MATLAB, realizes the optimal configuration model of the power distribution automation terminal, is applied to the method, selects a large-scale power change station in a city as a research object, determines the power change requirement of the electric automobile according to the driving characteristics and historical statistical data of the electric automobile in the service area of the target power change station, and controls the charging process of the standby battery pack by responding to the excitation measures of a power grid enterprise by a power change station operator on the premise of meeting the power change requirement, thereby achieving a target load curve and meeting the operation requirement of the power grid.
Electric automobile related parameters in region
The basic parameters of the electric automobile in the service area of the battery replacement station are shown as the following table:
TABLE 1 electric vehicle parameters
Secondly, target load of power station
The charging station operator obtains the target load of the whole day from the power grid enterprise, as shown in fig. 4.
Third, the battery replacement requirement of the electric automobile
The power change requirement of the electric automobile at each moment in the area can be determined by the power change moment of each electric automobile. The ith electric vehicle starts from the initial time t0Start-to-battery-replacement warning threshold SOCminMileage S of the houriThe calculation formula is as follows:
in the formula (I), the compound is shown in the specification,indicates that the ith electric vehicle is at t0The parameters of the residual electric quantity of the storage battery at the moment are subjected to uniform distribution; SOC100The electric vehicle power consumption of hundreds kilometers is represented.
At the same time SiThe usage habit of the car owner obtained by a statistical method can be used for representing the usage habit. From t0Time t1At the end of time, the mileage of the ith vehicle can also be expressed as:
in the formula, Si0Indicating daily driving of an electric vehicleMileage, subject to normal distribution; f. ofs(t) represents the percentage of the mileage traveled by the electric vehicle per hour to the total mileage.
A combined vertical type (10) (11) for making SiEqual, t in formula (11)1Namely the battery replacement time of the ith electric automobile. The Monte Carlo simulation is adopted to obtain the power change probability of the electric automobile in each time period all day, and then the power change requirement of the electric automobile which adopts the power change mode for energy supply in the region at each moment is calculated.
The power change time of 1000 electric vehicles in the area is simulated by using a monte carlo simulation method, and the power change requirements at each time are obtained as shown in fig. 5.
Fourth, the initial charge quantity of the standby battery pack
According to the using habits and historical statistical data of the user, the probability density function of the residual electric quantity of the battery pack when the electric automobile enters the battery replacing station for replacing the battery is obtained as follows:
according to the above formula, the initial state of charge distribution ratio of the battery packs in the battery replacing station can be obtained by integration, for example, as shown in fig. 6, and the initial charge amount SocN of the battery packs replaced at each moment follows the probability distribution as shown in fig. 6.
Fifth, example results
It is assumed that the operator of the power conversion station can fully respond to the incentive measures made by the power grid enterprises. The charging plan is made by the power conversion station operator according to the method described herein, and the battery pack load margin band at the subsequent time of the power conversion station is calculated, and four times of t-1, t-7, t-13, and t-19 are selected in this example, and the result is shown in fig. 7a to 7 d.
As can be seen from fig. 7a to 7d, as the target load fluctuates, the battery pack load tracks the target load according to the charging schedule of the charging station operator. When t is 1, the load margin band at the subsequent time can completely cover the target load all day. When t is 7, the load margin band at the subsequent time shrinks along with the change of the actual load of the battery pack in the power change station, and the load margin band cannot completely cover the target load at the time. Meanwhile, the target load is rapidly increased between 10 and 12 points, and the battery packs are continuously connected and charged due to response to the excitation measures, so that the number of the battery packs which can be controlled to be connected is continuously reduced. And the target load exceeds the upper limit of the load response capacity of the battery pack within the time period of 12-14 points, the battery pack load cannot track the target load, and only can reach the upper limit of a load margin band and coincide with the upper limit of the load margin band. And when t is 13, the load margin band at the subsequent moment continues to shrink, and the target load exceeds the load margin within a time period of 14-15 points. When t is 19, the load margin band can completely cover the target load at the subsequent time since the target load at the subsequent time is decreased.
Meanwhile, after the charging plan of the battery replacement station is executed, the relationship between the number of full-battery packs and the battery replacement demand at each moment in the whole day is shown in fig. 8:
as can be seen from fig. 9a to 9d and fig. 10, the power change station operator can meet the power change requirement according to the formulated charging plan, and can also respond to the incentive measures of the power grid enterprise to meet the requirement of the power grid operation to a certain extent.
If other parameters are kept unchanged, the number of the standby battery packs is reduced to 500, the number of the battery packs which can be actively controlled by the power exchange station operator at each moment is reduced, a load margin band of the power exchange station is narrowed, and the target load exceeds the upper limit and the lower limit of the load margin at more moments. Fig. 9a to 9d show the results of estimating the load margin at the subsequent time when four times t 1, t 7, t 13, and t 19 are selected
Meanwhile, the relationship between the number of full-cell batteries and the change demand is shown in fig. 10 a:
as can be seen from fig. 10a, the power change station operator cannot completely meet the power change requirement of the electric vehicle between 17 to 18, a part of electric vehicles need to change power to other power change stations, and the actual power change amount is different from the power change requirement, which affects the number of fully charged battery packs at the subsequent time.
FIG. 10b shows the relationship between the actual full-cell number and the actual battery replacement amount.
Claims (1)
1. A charging plan making method based on an electric automobile power change station time sequence response model is characterized by comprising the following steps:
1) aiming at the characteristics of the battery replacement mode of the electric automobile, a control capability model of a standby battery in a battery replacement station is established, and the control capability model comprises the following steps:
(1) establishing a battery pack state vector in the battery replacement station, wherein the state of a standby battery pack in the battery replacement station is represented by a three-dimensional row vector:
Status＝(n,SocN,Ts) (1)
in the formula, n is the current charging state identifier of the battery pack:
SocN denotes the current state of charge, TSThe time when the electric automobile reaches the battery replacement station is shown;
(2) grouping the controlled states of the battery packs to obtain corresponding state vectors, wherein the method comprises the following steps of dividing the standby battery packs in a power change station into 4 types: charging battery (N)1) Battery pack (N) requiring stop of charging2) Full-charged battery pack (N)3) Battery pack to be charged (N)4) The first three battery packs are all in uncontrollable states, and the number of the battery packs is N4-1The rest battery packs to be charged are in a controllable state, and the number of the battery packs to be charged is N4-2And simultaneously defining the battery replacement demand of the electric automobile as NneedThus, state vectors corresponding to the four-state battery packs are obtained:
in the formula, SOCmaxRepresents the battery pack full state charge amount;
(3) determining the number of battery packs in each state, comprising:
battery pack N being charged at time t1(t) number of
According to the state vector of the battery pack at the time t, n is 1 and 0 is satisfied for the state vector<SocN<SOCmaxIs accumulated, namely the number N of the battery packs which are being charged at the moment t is determined1(t)；
(ii) battery pack N whose charging must be stopped at time t2(t) number of
According to the state vector of the battery pack at the time t, n is equal to 1, and SocN is equal to SOC for the state vectormaxIs added up, namely the battery pack N which has to stop charging at the time t is determined2(t)；
(iii) time t full battery N3(t) number of
t time full battery pack number N3(t) the number N of full-cell batteries at time t-13(t-1) battery replacement requirement Nneed(t-1) and the battery pack N whose charging must be stopped at time t2(t) Battery pack N determined together to be fully charged at time t3The quantity of (t) is obtained by calculating the battery pack state information at the time t-1 and the battery pack state information in the power change station at the time t:
N3(t)＝N3(t-1)-Nneed(t-1)+N2(t) (3)
(iv) Battery group N to be charged at time t4(t) number of
Number N of battery packs to be charged at time t4(t) the number N of battery packs remaining to be charged from time t-1left(t-1) and the number of battery packs changed from the electric vehicle at the time t are jointly determined, wherein the number of battery packs changed at the time t is the battery changing requirement N at the time tneed(t) number of battery packs N to be charged at time t4The quantity of (t) is calculated by battery pack state information in the power change station at the time t-1 and battery pack state information in the power change station at the time t:
N4(t)＝Nleft(t-1)+Nneed(t) (4)
residual battery pack N to be charged at time t-1leftThe numerical formula of (t-1) is as follows:
Nleft(t-1)＝N4(t-1)-N4-1(t-1)-Ngrid(t-1) (5)
in the formula (I), the compound is shown in the specification,N4-1(t) representing the number of battery packs that must be charged at time t to meet the battery replacement requirement at subsequent time; n is a radical ofgrid(t-1) representing the quantity of the battery packs in a controllable state accessed to the system for charging in order to meet the operation requirement of the power grid at the time t-1;
2) obtaining the load margin of a standby battery pack in a battery swapping station through recursion simulation, wherein the load margin comprises the following steps:
(1) calculating the load margin of the power swapping station at the time t, comprising the following steps:
determining the number of battery packs N that must be charged at time t4-1(t)
If part of the battery packs to be charged at the time t are connected to the system for charging, the battery changing requirement at the subsequent time can be met, the battery changing station at the time t has a control margin, and the number N of the battery packs to be charged4-1(t) is the battery replacement demand Nneed(t)；
If all the battery packs to be charged at the time t are connected to the system for charging and the battery changing requirements at the subsequent time cannot be met, the battery changing station at the time t does not have a control margin, and the number N of the battery packs which must be charged at the time4-1(t) is the number N of all battery packs to be charged4(t)；
(ii) determining the controllable number of battery packs N at time t4-2(t)
the number of the battery packs controllable at the time t is determined by the number N of all the battery packs to be charged at the time t4(t) number of battery packs N that have to be charged at time t4-1(t) calculated as:
if part of the battery packs to be charged at the time t are connected to the system for charging, the battery changing requirement at the subsequent time can be met, the battery changing station at the time t has a control margin, and the number N of the battery packs can be controlled4-2(t)＝N4(t)-Nneed(t)；
If all the battery packs to be charged at the time t are connected to the system for charging and the battery changing requirements at the subsequent time cannot be met, the battery changing station at the time t does not have control margin, and the number N of the controllable battery packs at the time4-2(t)＝0；
(iii) calculating a battery load margin at time t
the calculation formula of the battery pack load margin at the time t is as follows:
Pmin(t)≤Pb(t)≤Pmax(t)
Pmin(t)＝Prated*[N1(t-1)-N2(t)+N4-1(t)]
Pmax(t)＝Prated*[N1(t-1)-N2(t)+N4-1(t)+N4-2(t)] (6)
in the formula, Pmin(t) is the lower limit of the load margin at time t; pmax(t) is the upper limit of the load margin at time t; pratedAverage charging power, P, for the batteryb(t) is the actual load of the battery pack at time t; when the battery pack load is adjusted by a power station operator to meet the operation requirement of a power grid, the constraint of the upper and lower boundaries of the battery pack load needs to be met;
(2) the method for calculating the load margin band at the subsequent time according to the actual load of the battery pack at the time t comprises the following steps:
estimating the load margin at time t +1 based on the actual load of the stack at time t
Firstly, determining a target load P of a power change station according to the operation requirement of a power gridgoal(t); secondly, on the basis of the load margin at the time t, the actual load P of the battery pack at the current time is obtainedb(t), after the actual charging load of the battery pack at the time t is determined, updating the state vector of the battery pack in the power switching station at the time t + 1; finally, determining the number of the battery packs in each state at the time of t +1 according to the state vector of the battery packs, and further calculating the load margin at the time of t + 1;
(ii) continuing to estimate the load margin at the time t +2 on the basis of the load margin at the time t +1 by taking the actual load at the time t as a reference:
a. estimating the upper limit of the load margin at time t +2
Assuming that the battery pack load at the time t +1 is an arbitrary value within the load margin at that time, P is set asb(t +1), arbitrary value PbThe relationship between (t +1) and the upper limit of the load margin at the time t +1 is as follows:
Pb(t+1)＝Pb.max(t+1)-Prated*Nleft(t+1) (7)
battery pack N with full power at moment t3(t) quantity calculation formula, battery pack load margin calculation formula at time t and arbitrary value PbThe relation formula of (t +1) and the upper limit of the load margin at the time t +1 is obtained:
Pmax(t+2)
＝Prated*[N1(t-1)-N2(t)+N4(t)]
＝Pb(t+1)+Prated*[Nleft(t+1)+Nneed(t+2)-N2(t+2)]
＝Pb.max(t+1)+Prated*[Nneed(t+2)-N2(t+2)] (8)
due to Nneed(t +2) and N2(t +2) is the determination at time t +2, Pb.max(t +1) is a fixed value estimated from the state of the battery pack at time t, and therefore the upper limit values of the load margins at time t +2 estimated from any load value within the load margin at time t +1 are all the same;
b. estimating the lower limit of the load margin at the time t +2
According to the operation rule in the battery replacement station, if the number of battery packs actually connected and charged at the previous moment is smaller, the number of controllable battery packs at the next moment is larger, and the controllable load margin is larger; conversely, if the number of battery packs actually connected to charge at the previous moment is larger, the number of controllable battery packs at the next moment is smaller, the controllable load margin is smaller, and the load margin calculation formula at the t +2 moment is as follows:
ΔP(t+2)＝Pb.max(t+2)-Pb.min(t+2) (9)
the upper limit value of the load margin is fixed, the larger the controllable load margin is, the smaller the lower limit value of the load margin is, and the actual load P at the moment of t +1b(t+1)＝PminIn the case of (t +1), the load margin at the time of t +2 is the largest, and the lower limit value of the load margin at the time of t +2 is the smallest;
therefore, assume the actual load P at time t +1b(t+1)＝Pmin(t +1), wherein the load margin obtained by calculation is the upper limit and the lower limit of the load margin at the time of t + 2;
(iii) calculating the load margin at each subsequent time based on the actual load at the time t to form a load margin zone;
(iv) if the actual load of the battery pack at the time t +1 is known, obtaining a load margin band at the subsequent time by recursion of (i) to (iii);
3) on the premise of meeting the battery replacement requirement and the power grid operation requirement of the electric automobile, the method for making the charging plan of the battery replacement station operator is provided by combining the load margin of the standby battery pack in the battery replacement station and the target load determined by the power grid operation requirement, and comprises the following steps:
(1) the method comprises the following steps that an operator of a power change station acquires all-day original data, including: target load P of power change stationgoalAnd the battery replacing demand N of the electric automobile battery replacing stationneedAiming at the power change stations with different scales and different power grid operation requirements, different target loads are corresponded;
(2) at the time t, the power change station operator changes the power of the electric automobile with the power change requirement, and updates the state vector of the battery pack;
(3) calculating the number of battery packs in each state at the time t and the controllable margin at the time t according to the state vector of the battery packs, and determining the ideal load of the battery pack of the power station at the time t under the controllable margin and the line power constraint according to the target load at the time t;
(4) and the power station replacement operator makes a corresponding charging plan in response to the incentive measures of the power grid enterprise, controls the charging process of the standby battery pack, and calculates the load margin band at the subsequent moment according to the actual load of the battery pack.
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| CN111376784B (en) * | 2018-12-29 | 2022-03-22 | 奥动新能源汽车科技有限公司 | Control method and system for power swapping station |
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