CN111327041B - DC power distribution network control method regulated by virtual inertia control strategy of electric automobile - Google Patents
DC power distribution network control method regulated by virtual inertia control strategy of electric automobile Download PDFInfo
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Classifications
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J1/00—Circuit arrangements for dc mains or dc distribution networks
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J1/00—Circuit arrangements for dc mains or dc distribution networks
- H02J1/14—Balancing the load in a network
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Abstract
The application discloses a direct-current power distribution network control method regulated by an electric automobile virtual inertia control strategy, which comprises the steps of establishing a generator mathematical model to simulate the inertia of the generator mathematical model; constructing a virtual inertia control strategy of the electric vehicle charge-discharge interface converter; establishing a small signal model to realize quantitative analysis; adopting a hysteresis control strategy to enable the electric automobile to participate in voltage regulation of a direct-current power distribution network; the control of the direct-current power distribution network is realized, inertia is provided for a power grid, busbar voltage drop caused by power fluctuation is effectively stabilized, the stability of the power grid is improved, the inertia capability provided by a control strategy is adjusted according to different SOC states, the service life of batteries of electric vehicles is prolonged, the quantity and cost of energy storage equipment configuration in the direct-current power distribution network are greatly reduced, and the economical efficiency of the direct-current power distribution network is improved.
Description
Technical Field
The application relates to the technical field of direct-current power distribution network control, in particular to a direct-current power distribution network control method regulated by an electric vehicle virtual inertia control strategy.
Background
With the increasing prominence of global environmental problems and energy crisis, the continuous progress of renewable energy technology and energy storage technology has also driven new developments in power distribution networks. Compared with an alternating current power distribution network, the direct current power distribution network has the advantages of no frequency adjustment and reactive compensation, high system stability, easy access of distributed energy sources, high energy conversion efficiency and the like, meanwhile, in a power distribution link, more direct current loads and energy storage equipment exist, and the direct current power distribution network is adopted without frequent DC/AC and AC/DC conversion, so that a large number of power electronic equipment can be reduced. However, the direct-current power distribution network is a low-inertia network taking the power electronic converter as a main component, the load is frequently switched, the fluctuation of the output of distributed energy is extremely easy to influence the busbar voltage of the direct-current power distribution network, and the safe and stable operation of the power distribution network is not facilitated.
Aiming at the problem of insufficient inertia in a power distribution network, a great deal of current research is focused on a virtual inertia control method of a converter in an alternating current power distribution network. Many expert scholars have made a great deal of research on how to apply the virtual synchronous machine control technology to enhance the inertia of the alternating current power distribution network so as to improve the electric energy quality of the alternating current power distribution network, have achieved remarkable effects, and overcome the limitations of the traditional power electronic technology. In a dc power distribution network, virtual inertia control technology can also be used to increase the inertia of the power distribution network, so that the main research is to provide the inertia required by the power grid through energy storage devices in the dc power distribution network, and common methods include applying virtual inertia control technology on traditional energy storage batteries and improving the stability of the system through a hybrid energy storage control strategy, but the large number of energy storage devices relied on by the research lack of economy.
In consideration of the dual characteristics of the mobile load and the energy storage of the electric automobile, the electric automobile can be appropriately subjected to charge and discharge inertial control besides being connected into a power distribution network to supplement conventional energy storage, so that the stability of the system is improved. In the prior art, an electric vehicle quick charging technology adopting a virtual synchronous motor control technology is proposed to provide inertial support for a power distribution network, and a strategy for controlling the flow direction of electric vehicles and distribution power is also proposed in the literature, so that the electric vehicle can be effectively utilized for power distribution network voltage regulation, but the prior research does not fully consider the difference of inertia provided by different states of charge when the electric vehicles participate in power network voltage regulation, so that a direct current power distribution network control method regulated and controlled by the virtual inertia control strategy of the electric vehicle taking the states of charge into consideration is sought, and great social and economic benefits are achieved.
Disclosure of Invention
This section is intended to outline some aspects of embodiments of the application and to briefly introduce some preferred embodiments. Some simplifications or omissions may be made in this section as well as in the description of the application and in the title of the application, which may not be used to limit the scope of the application.
The present application has been made in view of the above-mentioned problems with the control of the existing dc distribution network.
Therefore, the technical problems solved by the application are as follows: the problem that the inertia difference provided when the electric automobile participates in the power grid voltage regulation due to different states of charge is not fully considered in the existing research is solved.
In order to solve the technical problems, the application provides the following technical scheme: the control method of the direct-current power distribution network regulated by the virtual inertia control strategy of the electric automobile comprises the steps of establishing a mathematical model of a generator to simulate the inertia of the generator; constructing a virtual inertia control strategy of the electric vehicle charge-discharge interface converter; establishing a small signal model to realize quantitative analysis; adopting a hysteresis control strategy to enable the electric automobile to participate in voltage regulation of a direct-current power distribution network; and the control of the direct current power distribution network is realized.
As a preferable scheme of the direct-current power distribution network control method regulated by the virtual inertia control strategy of the electric automobile, the application comprises the following steps: the electric automobile charge-discharge interface converter adopts double-ring cascade control formed by an external voltage ring and an internal current ring, and a virtual inertia link is added on the basis of double-ring control.
As a preferable scheme of the direct-current power distribution network control method regulated by the virtual inertia control strategy of the electric automobile, the application comprises the following steps: adding a virtual inertia link on the basis of double closed-loop control comprises the steps of comparing a voltage feedback value of the direct-current power distribution network with a voltage reference value and controlling the voltage reference value through PIThe controller respectively adjusts voltage and mechanical power deviation; introducing a mechanical rotation equation and an electromotive force balance equation; converting the obtained current according to the power balance principle to I bat Tracking; and controlling the direct-current power distribution network after a control signal is obtained through the PI controller and PWM modulation.
As a preferable scheme of the direct-current power distribution network control method regulated by the virtual inertia control strategy of the electric automobile, the application comprises the following steps: the establishment of the small signal model to realize quantitative analysis comprises the following steps of:
the transfer function is:
transfer function between voltage deviation and power:
the power distribution coefficient at steady state is:
wherein ω is a rotational angular velocity of the direct current generator; c (Chinese character) Т Is a torque coefficient; phi is the magnetic flux per pole; r is the equivalent resistance of the armature circuit; j is moment of inertia; c (Chinese character) Т Is a torque coefficient; Δp is the mechanical power deviation; omega 0 Is the rated angular velocity; p is power; u is voltage; u (U) dc Is the voltage of a direct current bus; u (U) dc0 The reference value voltage is a direct current bus; k (K) p Is a proportional adjustment coefficient; k (K) i The integral adjustment coefficient; s is a complex variable; g pl(S) Is an angular velocity transfer function.
As a preferable scheme of the direct-current power distribution network control method regulated by the virtual inertia control strategy of the electric automobile, the application comprises the following steps: the mechanical rotation equation is specifically defined as,
T e ＝P e /ω
wherein J represents moment of inertia; w represents the rotational angular velocity of the DC generator; t (T) m Representing the mechanical torque of the direct current motor; t (T) e Representing the electromagnetic torque of the direct current motor; p (P) e Representing electromagnetic power; w (w) 0 Indicating the nominal angular velocity.
The electromotive force balance equation is specifically that,
U 0 ＝E-RI a
wherein U is 0 Representing the output voltage of the machine end; e represents an armature induced electromotive force; r represents the equivalent resistance of the armature circuit; i a Representing armature current;
as a preferable scheme of the direct-current power distribution network control method regulated by the virtual inertia control strategy of the electric automobile, the application comprises the following steps: and the hysteresis control strategy is adopted to enable the electric automobile to participate in voltage regulation of the direct-current power distribution network, the electric automobile is in a charging state when the SOC state is lower than a lower limit SOC state threshold value, is in a discharging state when the SOC state is higher than an upper limit SOC state threshold value, and the rising state is kept unchanged when the SOC state is between the lower limit SOC state threshold value and the upper limit SOC state threshold value.
As a preferable scheme of the direct-current power distribution network control method regulated by the virtual inertia control strategy of the electric automobile, the application comprises the following steps: the range between the lower SOC state threshold and the upper SOC state threshold is 30% -80%.
As a preferable scheme of the direct-current power distribution network control method regulated by the virtual inertia control strategy of the electric automobile, the application comprises the following steps: when the electric automobile is powered by P k Charging, wherein the initial charge state of the direct current power distribution network is SOC0, and the SOC change is expressed as,
Q 0 ＝SOC 0 ×Q N
the required charge time period is set to be,
wherein SOC is 0 Representing a starting state of charge; SOC (State of Charge) r Representing the state of charge at the end of charging; q (Q) N Indicating the rated capacity of the electric automobile; p (P) k Indicating the charging power.
As a preferable scheme of the direct-current power distribution network control method regulated by the virtual inertia control strategy of the electric automobile, the application comprises the following steps: the hysteresis control strategy adopts a local mode, a communication line is not added, and a proper inertia coefficient and charging and discharging power are set according to the SOC state of the electric automobile inserted into the charging pile.
As a preferable scheme of the direct-current power distribution network control method regulated by the virtual inertia control strategy of the electric automobile, the application comprises the following steps: when external power fluctuation is detected, the virtual inertia control strategy can automatically adjust the magnitude of induced electromotive force according to voltage fluctuation, so that power fluctuation is stabilized.
The application has the beneficial effects that: according to the application, the electric automobile is used as an important means for voltage control of the direct-current power distribution network, a virtual inertia control strategy for accessing the electric automobile into the direct-current power distribution network is provided, a proper inertia coefficient is selected according to the state of charge of the electric automobile, a new thought is provided for unstable voltage of the direct-current power distribution network under the condition that the load of the electric automobile is large-scale gushed into the power grid, and the system stability is met, and meanwhile, the system has the following advantages: the influence of various factors including the state of charge on inertia provided by the electric automobile when the electric automobile is connected with the direct-current power distribution network is comprehensively considered; setting a reasonable electric vehicle state of charge limit when the electric vehicle participates in power distribution network adjustment so as to ensure the normal driving requirement of a user; under the condition that a large amount of electric automobile loads flow into a power grid, a gentle load curve is facilitated, and peak clipping and valley filling service is provided for the power distribution network; the power disturbance source in the original system is used as a power stabilizing source for regulating the voltage stability of the system, so that the negative influence on the stable operation of the power grid is obviously reduced.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for the description of the embodiments will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art. Wherein:
FIG. 1 is a block diagram of a DC power distribution network;
FIG. 2 is a schematic diagram of a photovoltaic inverter control strategy;
FIG. 3 is a schematic diagram of an energy storage interface converter control strategy;
fig. 4 is a schematic diagram of an electric vehicle charge-discharge control strategy;
FIG. 5 is a schematic equivalent diagram of a DC generator according to the present application;
FIG. 6 is a diagram of an equivalent model of a virtual DC generator provided by the application;
FIG. 7 is a block diagram of a dual closed loop control provided by the present application;
FIG. 8 is a schematic diagram of a virtual inertial control small signal model provided by the present application;
FIG. 9 is a small signal model of virtual inertial control provided by the present application;
FIG. 10 is a graph of battery voltage versus SOC provided by the present application;
FIG. 11 is a schematic diagram of a hysteresis control strategy according to the present application, which considers the user's needs;
fig. 12 is a block diagram of an electric automobile access power distribution control strategy provided by the application;
FIG. 13 is a Bode diagram of D and J as they change according to the transfer function formula provided by the present application;
FIG. 14 is a graph of simulated waveform loading curves under photovoltaic power fluctuations in verification scenario one provided by the present application;
fig. 15 is a waveform diagram of a bus voltage response of a dc distribution network in a verification scenario one provided by the present application;
FIG. 16 is a schematic diagram of the bus voltage during sudden load change in verification scenario two provided by the application;
fig. 17 is a simulation diagram of the verification scenario three provided by the application under the SOC charging of different electric vehicles;
fig. 18 is a simulation diagram of the verification scenario three provided by the application under the SOC discharge of different electric vehicles;
fig. 19 is a graph of load of the distribution network under 2 policies in a verification scenario four provided by the present application;
fig. 20 is a flowchart of a direct current power distribution network control method regulated by the virtual inertia control strategy of the electric automobile.
Detailed Description
So that the manner in which the above recited objects, features and advantages of the present application can be understood in detail, a more particular description of the application, briefly summarized above, may be had by reference to the embodiments, some of which are illustrated in the appended drawings. All other embodiments, which can be made by one of ordinary skill in the art based on the embodiments of the present application without making any inventive effort, shall fall within the scope of the present application.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application, but the present application may be practiced in other ways other than those described herein, and persons skilled in the art will readily appreciate that the present application is not limited to the specific embodiments disclosed below.
Further, reference herein to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic can be included in at least one implementation of the application. The appearances of the phrase "in one embodiment" in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments.
While the embodiments of the present application have been illustrated and described in detail in the drawings, the cross-sectional view of the device structure is not to scale in the general sense for ease of illustration, and the drawings are merely exemplary and should not be construed as limiting the scope of the application. In addition, the three-dimensional dimensions of length, width and depth should be included in actual fabrication.
Also in the description of the present application, it should be noted that the orientation or positional relationship indicated by the terms "upper, lower, inner and outer", etc. are based on the orientation or positional relationship shown in the drawings, are merely for convenience of describing the present application and simplifying the description, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present application. Furthermore, the terms "first, second, or third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
The terms "mounted, connected, and coupled" should be construed broadly in this disclosure unless otherwise specifically indicated and defined, such as: can be fixed connection, detachable connection or integral connection; it may also be a mechanical connection, an electrical connection, or a direct connection, or may be indirectly connected through an intermediate medium, or may be a communication between two elements. The specific meaning of the above terms in the present application will be understood in specific cases by those of ordinary skill in the art.
Example 1
The direct current power distribution network taking the power electronic converter as a main part is a low inertia network, the voltage is easily influenced by factors such as frequent switching of load, fluctuation of output of distributed energy sources and the like, safe and stable operation of the direct current power distribution network is endangered, virtual inertia control is mainly applied to the alternating current power distribution network, less research is conducted in the direct current power distribution network, and the inertia of the system is mostly improved from the aspect of energy storage, so that the operation cost of the whole power distribution network is increased and is unfavorable for economic operation of the whole power distribution network. Along with the great increase of the existing electric vehicles, the load fluctuation of the direct-current power distribution network is aggravated, the overlapping performance of the load peak and the electricity consumption peak generated by the electric vehicles is higher, and the stability of the direct-current power distribution network is seriously affected without considering the electric vehicles as a power network voltage regulating means. In addition, the existing research does not fully consider the difference of inertia provided when the electric automobile participates in the voltage regulation of the power grid due to the difference of charge states, and the requirements of users of the electric automobile and the service life of a battery are not analyzed and researched in the process of completing the voltage regulation of the direct-current power distribution network.
Referring to fig. 1 to 20, a first embodiment of a dc distribution network control method regulated by an electric vehicle virtual inertia control strategy according to the present application is shown: the control method of the direct-current power distribution network regulated and controlled by the virtual inertia control strategy of the electric automobile comprises the following steps:
establishing a mathematical model of the generator to simulate the inertia of the generator;
constructing a virtual inertia control strategy of the electric vehicle charge-discharge interface converter;
establishing a small signal model to realize quantitative analysis;
adopting a hysteresis control strategy to enable the electric automobile to participate in voltage regulation of the direct-current power distribution network;
and the control of the direct current distribution network is realized.
As shown in fig. 1, the power supply side includes a distributed power source such as photovoltaic and wind energy and an ac power grid, and the load side includes energy storage and loads of electric vehicles.
The photovoltaic power generation system achieves efficient utilization of light energy through maximum power point tracking control, and a control strategy is shown in fig. 2. The energy storage battery in the energy storage system is connected into the power distribution network through the bidirectional DC/DC converter, plays a role in stabilizing power fluctuation and the like in the power distribution network, is an important part of the power distribution network for realizing power balance and safe and stable operation, and the control strategy of the DC/DC converter in energy storage is shown in a figure 3, and current after passing through the high-pass filter is absorbed or output by the energy storage device, so that the power fluctuation on the direct current bus is reduced.
The electric automobile system consists of an electric automobile power battery and a charge-discharge interface converter. In a low SOC state, a general electric automobile is charged with constant current, and is nearly full of time-varying constant voltage charge, and the control strategy is shown in fig. 4.
As shown in fig. 5, which is an equivalent diagram of the principle of the direct current generator, a mathematical model of the generator is established to simulate the inertia of the generator so as to enable the converter to show inertia and damping similar to those of the direct current generator, a virtual inertia control strategy suitable for the electric vehicle charging and discharging interface converter is constructed, the model is shown in fig. 6, and the Buck-Boost converter adopted for the electric vehicle charging and discharging interface can be equivalently a two-port network which is very similar to the equivalent model form of the direct current generator, so that the inertia characteristic of the direct current generator can be simulated.
The direct current generator may be divided into an electrical part and a mechanical part, wherein,
the mechanical part can be expressed by a mechanical rotation equation:
T e ＝P e /ω
wherein J represents moment of inertia; omega represents the rotation angular velocity of the direct current generator; t (T) m Representing the mechanical torque of the direct current motor; t (T) e Representing the electromagnetic torque of the direct current motor; p (P) e Representing electromagnetic power; omega 0 Indicating a nominal angular velocity; d represents a damping coefficient;
the electromotive force balance equation is specifically that,
U 0 ＝E-RI a
wherein U is 0 Representing the output voltage of the machine end; e represents an armature induced electromotive force; r represents the equivalent resistance of the armature circuit; i a Representing the armature current.
Further, the electric vehicle charge-discharge interface converter adopts a double-loop cascade control formed by an external voltage loop and an internal current loop to maintain the stability of voltage, and the control strategy is shown in fig. 7. Meanwhile, in order to enhance the inertia and damping of the direct current power distribution network to improve the stability of the system, a virtual inertia link is added on the basis of double closed loop control, as shown in fig. 8.
Furthermore, adding a virtual inertial link based on the double closed-loop control comprises:
the voltage regulating part is used for distributing DC powerVoltage feedback value U o And a voltage reference value U ref Comparing, respectively adjusting voltage and mechanical power deviation delta P through a PI controller;
the virtual direct current generator part introduces a mechanical rotation equation and an electromotive force balance equation to achieve the functions of inertia and damping;
the current regulating part passes the obtained current Ia through U according to the power balance principle ref /U bat Post-conversion pair I bat Tracking;
and (3) controlling the direct-current power distribution network after a control signal is obtained through the PI controller and PWM modulation.
When external power fluctuation is detected, the virtual inertia control strategy can automatically adjust the magnitude of induced electromotive force according to the voltage fluctuation, so that the power fluctuation is stabilized, and the voltage stability of the direct-current power distribution network is maintained.
It will be appreciated that by building a small signal model as shown in fig. 9, the following quantitative analysis can be obtained based on the virtual control strategy of fig. 8:
from e=c T Φω, one can derive:
then there are:
the transfer function between the angular velocity and the electromagnetic torque is:
from the virtual inertial small signal model shown in fig. 9, the transfer function is:
the transfer function between voltage deviation and power is:
the power distribution coefficient at steady state is obtained by the extreme value theorem:
wherein ω is a rotational angular velocity of the direct current generator; c (Chinese character) Т Is a torque coefficient; phi is the magnetic flux per pole; r is the equivalent resistance of the armature circuit; j is moment of inertia; c (Chinese character) Т Is a torque coefficient; Δp is the mechanical power deviation; omega 0 Is the rated angular velocity; p is power; u is voltage; u (U) dc Is the voltage of a direct current bus; u (U) dc0 The reference value voltage is a direct current bus; k (K) p Is a proportional adjustment coefficient; k (K) i The integral adjustment coefficient; s is a complex variable; g pl(S) Is an angular velocity transfer function.
Preferably, considering the state of charge change of the electric vehicle, the electric vehicle is generally charged by adopting a dynamic charging power mode, the actual terminal voltage change is shown in fig. 10, and when the electric vehicle uses power P k Charging, wherein the initial charge state of the direct current power distribution network is SOC 0 The SOC variation thereof can be expressed as:
Q 0 ＝SOC 0 ×Q N
the required charge time period is set to be,
wherein SOC is 0 Representing a starting state of charge; SOC (State of Charge) r Representing the state of charge at the end of charging; q (Q) N Indicating the rated capacity of the electric automobile; p (P) k Indicating the charging power.
Preferably, in order to fully meet the use requirement of the user, the hysteresis control strategy shown in fig. 11 is adopted in the patent to enable the electric automobile to participate in voltage regulation of the direct-current power distribution network, and when the SOC state is lower than the SOC 1 When the electric automobile is in a charging state, which is higher than the SOC 2 The electric vehicle is in a discharge state, and the rising state is kept unchanged between the electric vehicle and the discharge state, so that the frequent charge and discharge times of the electric vehicle can be effectively reduced, and the range is selected to be (30% -80%) after comprehensive consideration. The actual control strategy adopts a local mode, no communication line is added, a proper inertia coefficient and charging and discharging power are set according to the SOC state of the electric automobile inserted into the charging pile, a specific schematic diagram is shown in fig. 12, the interference problem of the communication line is reduced, a stable and reliable inertia supporting mode is provided, and the dual characteristics of a power supply and a load of the electric automobile are fully combined.
Aiming at the problems that the power distribution network is easily affected by power fluctuation to cause unstable power grid voltage and the traditional energy storage equipment provides inertia to adjust the power grid voltage to lack economy, the application provides a virtual inertia control strategy for adjusting the voltage of the direct-current power distribution network by utilizing an electric automobile. Based on a virtual inertia control strategy for regulating the voltage of the direct-current power distribution network by using the power characteristics of the electric automobile, the inertia and damping characteristics of a direct-current generator are simulated, the electric automobile is connected to a power grid for charge and discharge, a certain inertia support is provided for the power distribution network, and the maximum virtual inertia capability provided by the electric automobile under different SOC states is provided by combining the SOC states of the electric automobile, so that the power grid voltage disturbance caused by the output power change and the load change of the distributed power supply can be effectively inhibited, and the stability of the direct-current power distribution network is improved.
Referring to fig. 13, a Bode plot is drawn by a transfer function.
As can be seen from fig. 13, the moment of inertia J mainly affects the high frequency band, and as J increases, the amplitude margin of the system increases, so that the stability of the system is improved, but J is not selected too much, otherwise the system oscillates. The damping coefficient D mainly affects the low frequency band, and as D increases, the cut-off frequency of the system decreases, and the amplitude margin of the system decreases, so that the stability of the system decreases. Simulation verification is carried out on four running conditions according to the part, and simulation parameters are set as shown in table 1:
table 1: setting up simulation parameter table
| Parameters (parameters) | Value taking |
| DC distribution voltage U | 400V |
| Battery capacity C of electric automobile | 40kWh |
| Photovoltaic output voltage UP | 240V |
| Torque coefficient CT | 18.4 |
| Magnetic flux phi per pole | 69.8×10 -3 wb |
| Small resistance R of armature | 0.5Ω |
| Rated angular velocity omega | 314(rad.s -1 ) |
| Switching frequency F | 20kHz |
In the simulation process, the effect after virtual inertia control is adopted is compared with the double closed-loop control effect without considering inertia, and the difference between the two situations is observed.
Referring to fig. 14 and fig. 15, a verification scenario one of a dc distribution network control method regulated by an electric vehicle virtual inertia control strategy provided by the present application is: the fluctuation change of the photovoltaic power is set as shown in fig. 14 in consideration of the photovoltaic fluctuation condition caused by factors such as sunlight, and the like, and the setting load is not fluctuated at this time, namely, the effect of suppressing the disturbance of the distributed power supply output is considered.
The following dc distribution network bus voltage response waveforms can be obtained after the virtual inertia control strategy and the double closed loop strategy are respectively controlled, as shown in fig. 15.
As can be seen from the response waveform diagram, disturbance suppression after virtual inertia control is added is quicker, the waveform is flatter, and the voltage quality is further improved.
Referring to fig. 16, a second verification scenario of a dc power distribution network control method regulated by the virtual inertia control strategy of the electric vehicle according to the present application is shown: when load fluctuation is considered, the output power of the distributed power supply is ensured to be constant, a load disturbance is artificially added in the simulation of 1.5s and 2.5s, the response result is shown in figure 16, when a double closed-loop control strategy is adopted, the load fluctuation can cause voltage dip and surge, the highest amplitude can reach 10V, the maximum amplitude of voltage change is 4V after virtual inertia control is introduced, meanwhile, the voltage change is smoother, and the inertia of the direct-current power distribution network is obviously enhanced.
Referring to fig. 17 and fig. 18, a verification scenario three of a dc power distribution network control method regulated by an electric vehicle virtual inertia control strategy provided by the present application is: aiming at the special situation of the electric automobile, the third situation considers the virtual inertial capability provided by charge and discharge under different SOC states, the power grid load suddenly drops when 2s are set in simulation, the charging process is analyzed first, the result is shown in figure 17, when the SOC is 30%, the deviation between the sampled battery terminal voltage and the voltage reference value is larger, the generated induced electromotive force E is larger, the negative inertia provided for the power distribution network is larger, the voltage waveform transformation is smoother, when the SOC is 80%, the generated induced electromotive force E is smaller, the negative inertia provided for the direct current power distribution network is smaller, the voltage stabilizing process has obvious oscillation phenomenon, and the power grid voltage presents an under damping effect.
Then, the discharging process is analyzed, and the result is shown in fig. 18, at this time, it can be seen that the waveform of the bus voltage of the electric vehicle is smoother in the state that the SOC is 90%, the waveform of the bus voltage is more severely changed as the SOC of the electric vehicle is lower, which is opposite to the charging condition of the electric vehicle, when the electric vehicle is discharged and regulated, the sampled voltage deviation value is the deviation between the bus voltage and the reference value, and the battery of the electric vehicle is discharged as the energy storage battery, so that the electric vehicle emits more electric quantity in the high SOC state, the inertia provided for the direct current power distribution network is more, and the bus voltage is more stable.
Referring to fig. 19, a verification scenario four of a dc power distribution network control method regulated by the virtual inertia control strategy of the electric vehicle according to the present application is: in order to cope with the increasing electric automobile load, the power grid voltage regulation function is fully exerted, and the control effect of the large-scale electric automobile access to the power distribution network is verified in scene four, as can be seen from fig. 19, the overlapping performance between the load peak of the electric automobile and the traditional electricity consumption peak is higher, so that the access of the electric automobile can aggravate the load fluctuation range and endanger the power grid stability. On the premise of meeting the demands of users, the load peak is obviously reduced, the load demand is obviously increased in the midday and night electricity consumption valley period by adopting a virtual inertia control strategy, the load curve is more gentle, the safe and stable operation of the power distribution network is facilitated, and the strategy can fully utilize the charge and discharge regulation function of the electric automobile to provide peak clipping and valley filling service for the power distribution network.
The symbols in the drawings are as follows:
I P : a photovoltaic cell current;
V P : a photovoltaic cell voltage;
V PV_ref : the photovoltaic cell outputs a reference voltage;
I PV_ref : the photovoltaic cell outputs a reference current;
V C : an energy storage output voltage;
I C : storing energy to output current;
P C_ref : an energy storage output power reference value;
I C_ref : storing energy to output reference current;
I DC : distribution network current;
I DC_f : high-pass filtered current;
V E : a power cell voltage;
I E : power battery current;
P E_ref : a charging power reference value;
I E_ref : charging a reference current;
r: equivalent resistance of the armature circuit;
e: the armature induces electromotive force;
omega: rotational angular velocity of the direct current generator;
j: moment of inertia;
U bat : battery terminal voltage of the electric automobile;
I bat : the battery of the electric automobile inputs current; u (U) o : the voltage of the distribution network;
I bc : the converter inputs current;
I a : an armature current;
U o : outputting voltage at the machine end;
S 1 ，S 2 : an ideal switching tube;
U ref : reference voltage of the direct-current distribution network;
I ref : reference current of a direct-current power distribution network;
Δp: power deviation;
ΔT m : torque deviation;
Δω: angular velocity deviation;
T m : mechanical torque of the direct current motor;
T e : electromagnetic torque of the direct current motor;
ω 0 : rated angular velocity;
P e : electromagnetic power;
С Т : a torque coefficient;
Φ: magnetic flux per pole.
SOC: state of charge
SOC 0 : initial state of charge
SOC r : state of charge at the end of charging Q n : rated capacity of electric automobile
P k : charging power
U dc Is the voltage of a direct current bus;
U dc0 the reference value voltage is a direct current bus;
K p is a proportional adjustment coefficient;
K i the integral adjustment coefficient;
s is a complex variable;
G pl(S) is an angular velocity transfer function.
According to the application, through a virtual direct current motor control technology, damping characteristics and inertia characteristics of the direct current motor are introduced in a control link, inertia is provided for a power grid, bus voltage drop caused by power fluctuation is effectively stabilized, and the stability of the power grid is improved; the use habit of a user is fully considered, the inertial energy provided by a control strategy is adjusted according to different SOC states, the service life of batteries of the electric automobile is prolonged, the number and the cost of energy storage equipment configuration in the direct-current power distribution network are greatly reduced, and the economical efficiency of the direct-current power distribution network is improved; the electric automobile participates in voltage regulation of the power distribution network, so that the problem of unstable voltage caused by load change caused by large-scale electric automobile access to the power grid is effectively solved.
It should be appreciated that embodiments of the application may be implemented or realized by computer hardware, a combination of hardware and software, or by computer instructions stored in a non-transitory computer readable memory. The methods may be implemented in a computer program using standard programming techniques, including a non-transitory computer readable storage medium configured with a computer program, where the storage medium so configured causes a computer to operate in a specific and predefined manner, in accordance with the methods and drawings described in the specific embodiments. Each program may be implemented in a high level procedural or object oriented programming language to communicate with a computer system. However, the program(s) can be implemented in assembly or machine language, if desired. In any case, the language may be a compiled or interpreted language. Furthermore, the program can be run on a programmed application specific integrated circuit for this purpose.
Furthermore, the operations of the processes described herein may be performed in any suitable order unless otherwise indicated herein or otherwise clearly contradicted by context. The processes (or variations and/or combinations thereof) described herein may be performed under control of one or more computer systems configured with executable instructions, and may be implemented as code (e.g., executable instructions, one or more computer programs, or one or more applications), by hardware, or combinations thereof, collectively executing on one or more processors. The computer program includes a plurality of instructions executable by one or more processors.
Further, the method may be implemented in any type of computing platform operatively connected to a suitable computing platform, including, but not limited to, a personal computer, mini-computer, mainframe, workstation, network or distributed computing environment, separate or integrated computer platform, or in communication with a charged particle tool or other imaging device, and so forth. Aspects of the application may be implemented in machine-readable code stored on a non-transitory storage medium or device, whether removable or integrated into a computing platform, such as a hard disk, optical read and/or write storage medium, RAM, ROM, etc., such that it is readable by a programmable computer, which when read by a computer, is operable to configure and operate the computer to perform the processes described herein. Further, the machine readable code, or portions thereof, may be transmitted over a wired or wireless network. When such media includes instructions or programs that, in conjunction with a microprocessor or other data processor, implement the steps described above, the application described herein includes these and other different types of non-transitory computer-readable storage media. The application also includes the computer itself when programmed according to the methods and techniques of the present application. The computer program can be applied to the input data to perform the functions described herein, thereby converting the input data to generate output data that is stored to the non-volatile memory. The output information may also be applied to one or more output devices such as a display. In a preferred embodiment of the application, the transformed data represents physical and tangible objects, including specific visual depictions of physical and tangible objects produced on a display.
As used in this disclosure, the terms "component," "module," "system," and the like are intended to refer to a computer-related entity, either hardware, firmware, a combination of hardware and software, or software in execution. For example, the components may be, but are not limited to: a process running on a processor, an object, an executable, a thread of execution, a program, and/or a computer. By way of example, both an application running on a computing device and the computing device can be a component. One or more components may reside within a process and/or thread of execution and a component may be localized on one computer and/or distributed between two or more computers. Furthermore, these components can execute from various computer readable media having various data structures thereon. The components may communicate by way of local and/or remote processes such as in accordance with a signal having one or more data packets (e.g., data from one component interacting with another component in a local system, distributed system, and/or across a network such as the internet with other systems by way of the signal).
It should be noted that the above embodiments are only for illustrating the technical solution of the present application and not for limiting the same, and although the present application has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that the technical solution of the present application may be modified or substituted without departing from the spirit and scope of the technical solution of the present application, which is intended to be covered in the scope of the claims of the present application.
Claims (5)
1. The direct-current power distribution network control method regulated by the virtual inertia control strategy of the electric automobile is characterized by comprising the following steps of: comprising the steps of (a) a step of,
establishing a mathematical model of the generator to simulate the inertia of the generator;
constructing a virtual inertia control strategy of an electric vehicle charge-discharge interface converter, wherein the electric vehicle charge-discharge interface converter adopts double-ring cascade control formed by an external voltage ring and an internal current ring, and a virtual inertia link is added on the basis of double-closed-loop control; adding a virtual inertial link based on double closed loop control includes,
comparing the voltage feedback value of the direct current power distribution network with a voltage reference value, and respectively adjusting voltage and mechanical power deviation through a PI controller;
introducing a mechanical rotation equation and an electromotive force balance equation;
the mechanical rotation equation is specifically defined as,
T e ＝P e /ω
wherein J represents moment of inertia; omega represents the rotation angular velocity of the direct current generator; t (T) m Representing the mechanical torque of the direct current motor; t (T) e Representing the electromagnetic torque of the direct current motor; p (P) e Representing electromagnetic power; omega 0 Indicating a nominal angular velocity; d represents a damping coefficient;
the electromotive force balance equation is specifically that,
U 0 ＝E-RI a
wherein U is 0 Representing the output voltage of the machine end; e represents an armature induced electromotive force; r represents the equivalent resistance of the armature circuit; i a Representing armature current;
converting the obtained current according to the power balance principle and then converting the obtained current into battery current I bat Tracking;
the direct-current power distribution network is controlled after a control signal is obtained through the PI controller and PWM modulation;
establishing a small signal model to realize quantitative analysis; the derivation of establishing the small signal model to achieve quantitative analysis includes,
the transfer function between angular velocity and electromagnetic torque is:
the transfer function is:
transfer function between voltage deviation and power:
the power distribution coefficient at steady state is:
wherein ω is a rotational angular velocity of the direct current generator; c (Chinese character) Т Is a torque coefficient; phi is the magnetic flux per pole; r is the equivalent resistance of the armature circuit; j is moment of inertia; c (Chinese character) Т Is a torque coefficient; Δp is the mechanical power deviation; omega 0 Is the rated angular velocity; p is power; u is voltage; u (U) dc Is the voltage of a direct current bus; u (U) dc0 The reference value voltage is a direct current bus; k (K) p Is a proportional adjustment coefficient; k (K) i The integral adjustment coefficient; s is a complex variable; g pl (S) is an angular velocity transfer function;
adopting a hysteresis control strategy to enable the electric automobile to participate in voltage regulation of a direct-current power distribution network;
control of the direct current power distribution network is achieved;
when external power fluctuation is detected, the virtual inertia control strategy can automatically adjust the magnitude of induced electromotive force according to voltage fluctuation, so that power fluctuation is stabilized.
2. The control method for the direct-current power distribution network regulated by the virtual inertia control strategy of the electric automobile according to claim 1, wherein the control method is characterized by comprising the following steps of: and the hysteresis control strategy is adopted to enable the electric automobile to participate in voltage regulation of the direct-current power distribution network, the electric automobile is in a charging state when the SOC state is lower than a lower limit SOC state threshold value, is in a discharging state when the SOC state is higher than an upper limit SOC state threshold value, and the rising state is kept unchanged when the SOC state is between the lower limit SOC state threshold value and the upper limit SOC state threshold value.
3. The control method for the direct-current power distribution network regulated by the virtual inertia control strategy of the electric automobile according to claim 2, which is characterized by comprising the following steps: the range between the lower SOC state threshold and the upper SOC state threshold is 30% -80%.
4. The control method for the direct-current power distribution network regulated by the virtual inertia control strategy of the electric automobile according to claim 1, wherein the control method is characterized by comprising the following steps of: when the electric automobile is powered by P k Charging, and accessing the initial state of charge of the direct current power distribution network to be SOC 0 The SOC variation is expressed as,
Q 0 ＝SOC 0 ×Q N
the required charge time period is set to be,
wherein SOC is 0 Representing a starting state of charge; SOC (State of Charge) r Representing the state of charge at the end of charging; q (Q) N Indicating the rated capacity of the electric automobile; p (P) k Indicating the charging power.
5. The control method of the direct current power distribution network regulated by the virtual inertia control strategy of the electric automobile according to claim 1 or 2, wherein the control method is characterized by comprising the following steps: the hysteresis control strategy adopts a local mode, a communication line is not added, and a proper inertia coefficient and charging and discharging power are set according to the SOC state of the electric automobile inserted into the charging pile.
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