CN112060944A - Dynamic wireless charging road section optimal configuration method, system, device and storage medium - Google Patents

Dynamic wireless charging road section optimal configuration method, system, device and storage medium Download PDF

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CN112060944A
CN112060944A CN202010897930.7A CN202010897930A CN112060944A CN 112060944 A CN112060944 A CN 112060944A CN 202010897930 A CN202010897930 A CN 202010897930A CN 112060944 A CN112060944 A CN 112060944A
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charging
section
road section
road
segment
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CN112060944B (en
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裴明阳
林培群
黄鑫
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South China University of Technology SCUT
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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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/12—Inductive energy transfer
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • 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
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Abstract

The invention discloses a dynamic wireless charging road section optimal configuration method, a system, a device and a storage medium, wherein the method comprises the following steps: acquiring the position and the length of a charging road section on a road according to the battery charging rate and the total system cost; determining the optimal charging position strategies of different vehicles by a back-stepping method of the lowest required safety electric quantity at different road section positions, and further determining the number of charging lanes at different positions of a charging road section; the lowest safe electric quantity is the lowest electric quantity at the current position required by the whole safe driving process of the electric automobile. The invention provides valuable insight for the application of the dynamic wireless charging system in long-distance highway service and provides a numerical solution for designing an optimized operation scheme of the system; the total construction and operation cost of the system is reduced to the minimum by optimizing the position length of the DWC road section and the number of charging lanes of each charging section; the method can be widely applied to the field of research of road wireless charging technology.

Description

Dynamic wireless charging road section optimal configuration method, system, device and storage medium
Technical Field
The invention relates to the field of research of road wireless charging technology, in particular to a dynamic wireless charging section optimal configuration method, system, device and storage medium.
Background
One idea for solving the problems that the electric bus is long in charging time and is not suitable for long-distance travel is a dynamic wireless charging section. Wireless Charging (WC) technology is not a new concept, and was first proposed by Bolger in 1978, and the WC technology mainly includes two categories: dynamic charging techniques (i.e., charging while driving) and static charging techniques (i.e., charging while the vehicle is stationary or parked). The high-power static charging of 60-120kw has been demonstrated in electric buses worldwide since 2002 and is increasingly widely used. With the intensive research on the emerging Dynamic Wireless Charging (DWC), more and more researches show that electric energy can be transmitted to an electric energy induction pickup element of a vehicle during the driving process of the vehicle through a charging infrastructure (such as a power grid magnetic coil) buried under a road surface, so that the vehicle can be inductively charged during the driving process of the vehicle on the road. If the electric energy wireless power transmission technology of the electric bus can be used for charging by utilizing the dynamic wireless charging technology, the vehicle driving mileage of the electric bus can be effectively enlarged, and the defect of frequent parking and charging is reduced or even eliminated. At present, in the construction design scheme of a dynamic wireless charging circuit, the problems of overhigh construction cost, low charging efficiency and the like of a charging lane exist.
The noun explains:
OD pair: that is, the ORIGIN-DESTINATION point includes information of the ORIGIN and DESTINATION of the electric vehicle, "O" is derived from english ORIGIN and indicates the departure point of the trip, "D" is derived from english DESTINATION and indicates the DESTINATION of the trip.
Disclosure of Invention
In order to solve one of the above technical problems, an object of the present invention is to provide a method, a system, a device, and a storage medium for dynamically and wirelessly configuring a charging route section, wherein the charging route section is addressed and fixed in length, then the number of lanes laid on a charging belt is minimized, and a charging strategy for a plurality of OD pairs at different initial power levels is provided, so that the construction cost of the charging lane is reduced and the overall operating efficiency of a traffic system is significantly improved.
The technical scheme adopted by the invention is as follows:
a dynamic wireless charging section optimal configuration method comprises the following steps:
acquiring the position and the length of a charging road section on a road according to the battery charging rate and the total system cost;
determining the optimal charging position strategies of different vehicles by a back-stepping method of the lowest required safety electric quantity at different road section positions, and further determining the number of charging lanes at different positions of the charging road section;
the minimum safe electric quantity is the minimum electric quantity at the current position required by the whole safe driving process of the electric automobile.
Further, the acquiring the position and the length of the charging section on the road according to the battery charging rate and the total system cost includes:
segmenting the road to obtain a plurality of segments, wherein the segments comprise a charging segment (a segment for building DWC infrastructure) and a common segment (a segment for not building DWC infrastructure);
investing dynamic wireless charging infrastructure into the sum of construction cost of the charging section and construction cost of the transformer substation, and obtaining a total cost expression;
acquiring the position and the length of a charging road section according to the battery charging rate, the total cost expression and an optimization target;
wherein the optimization objective is to minimize infrastructure investment costs for dynamic wireless charging.
Further, the total cost expression is as follows:
Figure BDA0002659069860000021
wherein F is the total cost;
Figure BDA0002659069860000022
representing construction costs of wireless charging road section, C1The construction cost of a charging road section with unit length, the construction cost of a charging lane and the length of the charging lane form a linear relation,
Figure BDA0002659069860000023
is a collection of road segments evenly dispersed into a group, and
Figure BDA0002659069860000024
xmis a binary variable representing whether the mth segment of the road section is a charging segment;
Figure BDA0002659069860000029
represents the investment cost for constructing the installation of DWCS wireless charging substations and the like, wherein C2Cost of construction for a single wireless charging section transformer, ymIs a binary variable representing whether the mth segment is the initial segment of the continuous wireless charging segment, and defines ymThe segment m is the initial segment of the continuous wireless charging section, so that the number of the charging section transformers in the road is equal to the total number of the continuous charging sections.
Further, the total cost expression should satisfy the following constraint:
y1＝x1
Figure BDA0002659069860000025
Figure BDA0002659069860000026
Figure BDA0002659069860000027
wherein, tauu，mIs a continuous variable representing the average charge of the vehicle u in the mth stage,
Figure BDA0002659069860000028
pu，mis a continuous variable representing the current battery level of the vehicle u at the start of the mth segment; formula f (p)u，m) And f (p)u，m+1) Respectively representing the average charge at the beginning and end of the m segmentsElectric rate, i.e. electric quantity, pu，mAnd pu，m+1Average charge rate of time, and satisfies f (p)u，m)＞0，f′(pu，m) < 0, meaning that as the amount of power decreases, the charging rate will become faster; l represents the length of each road segment; v is the average vehicle travel speed; p is a radical ofHRepresents the upper limit of the battery charge, pLRepresents a lower battery charge limit;
Figure BDA0002659069860000031
which represents the starting point of the journey of the vehicle u,
Figure BDA0002659069860000032
representing the end of travel of vehicle u;
the total cost expression should satisfy the electric quantity constraint limit of the electric automobile, and the electric quantity constraint limit is as follows:
Figure BDA0002659069860000033
Figure BDA0002659069860000034
wherein the content of the first and second substances,
Figure BDA0002659069860000035
representative hair point
Figure BDA0002659069860000036
The level of power at; s represents the electric energy consumption (kW. h) per road section, ru，mIs a continuous variable representing the amount of charge spilled over the road section m by the vehicle u.
Further, the total cost expression should also satisfy linearization constraint limits, including linearization
Process intermediate quantity wu，mLet wu，m＝τu，mxmThe linearization constraint is limited to:
Figure BDA0002659069860000037
Figure BDA0002659069860000038
Figure BDA0002659069860000039
Figure BDA00026590698600000310
wherein G is a large constant.
Further, the determining the optimal charging location strategy of different vehicles by the reverse-deduction method of the minimum required safety electric quantity at different road section locations, and further determining the number of charging lanes at different locations of the charging road section includes:
for each different OD pair, calculating the minimum electric quantity required by the electric automobile in the whole process according to the initial electric quantity, the departure point, the arrival point and the position of the charging section of the electric automobile, and determining the charging position of the electric automobile;
acquiring optimal charging position strategies (including whether the electric automobile needs to be charged or not) of different vehicles according to the minimum electric quantity and the charging constraint conditions of the electric automobile;
and acquiring the accumulated charging demand of the electric automobile on each charging road section according to the optimal charging position strategies of different vehicles, and further calculating the minimum lane number demand on the position of the charging road section.
Further, the step of calculating the minimum electric quantity required by the electric vehicle in the whole course according to the initial electric quantity, the departure point, the arrival point and the charging section position of the electric vehicle to determine the charging position of the electric vehicle includes:
deducing that there is a lowest current charge level at each location of the route
Figure BDA00026590698600000311
So as to ensure that the vehicle can smoothly arrive at the next charging section;
when the vehicle driving road section is a non-charging road section:
Figure BDA0002659069860000041
Figure BDA0002659069860000042
in the above formula, the first and second carbon atoms are,
Figure BDA0002659069860000043
represents the global minimum power level of the destination station d, and the power level is larger than the lower limit p of the residual power of the batteryLWherein d represents a destination station of the vehicle,
Figure BDA0002659069860000044
is a collection of destination sites that are,
Figure BDA0002659069860000045
Figure BDA0002659069860000046
representing the minimum power level required to reach the destination point d at point i,
Figure BDA0002659069860000047
s represents the electric energy consumption (kW · h) per unit road section;
when the vehicle driving road section is a charging road section:
Figure BDA0002659069860000048
Figure BDA0002659069860000049
Figure BDA00026590698600000410
in the above formula, τmIs a continuous variable representing the average charge of the vehicle u in the mth leg; l represents the length of each road segment; v is the average vehicle running speed.
Further, the obtaining of the optimal charging location strategy of different vehicles according to the minimum electric quantity and the charging constraint condition of the electric vehicle includes:
calculated global minimum charge present for each arriving site
Figure BDA00026590698600000411
As long as the battery of the vehicle in the DWCS is satisfied
Figure BDA00026590698600000412
The vehicle can stop charging under the constraint condition of (3); the specific calculation formula is as follows:
p(u1，i+1)＝p(u1，i)-s
when in use
Figure BDA00026590698600000413
And inn≤i≤outnThe method comprises the following steps:
h(u1，n)＝1
in the above formula, u1A vehicle representing known OD information; n denotes the long charging section of the possible connection run to be selected,
Figure BDA00026590698600000414
and is
Figure BDA00026590698600000415
A set of long charging segments representing possible connection runs to be selected; innAnd outnRespectively representing the starting point and the end point of the nth section connected with the charging section; h (u)1N) is a binary variable representing the vehicle u1Whether charging in the nth segment is selected.
Further, the calculation formula of the accumulated charging demand is as follows:
Figure BDA00026590698600000416
num(n)＝ceil(Q/Qvol)
wherein Q represents the accumulated charging demand for each road segment; data (u1) represents the number of vehicles for which the OD pairs are known; num (n) is the minimum number of links demand; qvolDesigned for a single lane.
The other technical scheme adopted by the invention is as follows:
a dynamic wireless charging section optimal configuration system comprises:
the road section selection module is used for acquiring the position and the length of a charging road section on a road according to the battery charging rate and the total system cost;
the lane optimization module is used for determining the optimal charging position strategies of different vehicles by a reverse-deduction method of the minimum required safety electric quantity at different road section positions, and further determining the number of charging lanes at different positions of the charging road section;
the minimum safe electric quantity is the minimum electric quantity at the current position required by the whole safe driving process of the electric automobile.
The other technical scheme adopted by the invention is as follows:
a dynamic wireless charging section optimal configuration device comprises:
at least one processor;
at least one memory for storing at least one program;
when executed by the at least one processor, cause the at least one processor to implement the method described above.
The other technical scheme adopted by the invention is as follows:
a storage medium having stored therein processor-executable instructions for performing the method as described above when executed by a processor.
The invention has the beneficial effects that: the invention provides valuable insight for the future application of a Dynamic Wireless Charging System (DWCS) in long-distance highway service, and provides a numerical solution scheme for designing an optimized operation scheme of the system; by optimizing the position length of the DWC road section and the number of charging lanes of each charging section, the total construction and operation cost of the system is reduced to the minimum.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following description is made on the drawings of the embodiments of the present invention or the related technical solutions in the prior art, and it should be understood that the drawings in the following description are only for convenience and clarity of describing some embodiments in the technical solutions of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 is a schematic diagram illustrating a charging section definition according to an embodiment of the present invention;
FIG. 2 is a schematic diagram illustrating the variation of the electric quantity of the vehicle in the charging section and the non-charging section according to the embodiment of the present invention;
FIG. 3 is a diagram illustrating an overflow power definition according to an embodiment of the present invention;
FIG. 4 is a schematic diagram of the location of a highway toll station in an embodiment of the invention;
FIG. 5 is a graph showing the OD per hour taken in the example of the present invention;
FIG. 6 is a schematic diagram of a vehicle charging and discharging set road section and length after optimization according to an embodiment of the invention;
FIG. 7 is a first schematic diagram of a control objective in an embodiment of the present invention;
FIG. 8 is a second schematic diagram of a control target in an embodiment of the present invention;
FIG. 9 is a diagram of charging strategies for different initial charge levels in an embodiment of the present invention;
fig. 10 is a flowchart illustrating steps of a dynamic wireless charging section optimal configuration method considering battery charging efficiency according to an embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
In the description of the present invention, it should be understood that the orientation or positional relationship referred to in the description of the orientation, such as the upper, lower, front, rear, left, right, etc., is based on the orientation or positional relationship shown in the drawings, and is only for convenience of description and simplification of description, and does not indicate or imply that the device or element 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 invention.
In the description of the present invention, the meaning of a plurality of means is one or more, the meaning of a plurality of means is two or more, and larger, smaller, larger, etc. are understood as excluding the number, and larger, smaller, inner, etc. are understood as including the number. If the first and second are described for the purpose of distinguishing technical features, they are not to be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated or implicitly indicating the precedence of the technical features indicated.
In the description of the present invention, unless otherwise explicitly limited, terms such as arrangement, installation, connection and the like should be understood in a broad sense, and those skilled in the art can reasonably determine the specific meanings of the above terms in the present invention in combination with the specific contents of the technical solutions.
The present invention will be described in further detail with reference to examples and drawings, but the present invention is not limited thereto.
The present embodiment is based on the following assumptions:
(1) the electric energy consumption of the electric bus is assumed to be in direct proportion to the driving distance. Since the vehicle speed and the consumed power are in direct proportion to cause difficulty in mathematical modeling and solving, the assumption is also common, and relevant technical documents also make relevant assumptions in research.
(2) All vehicle batteries in the system are of the same capacity. This example considers that all cells in the system are the smallest cell capacity size on the market. That is, the present model can operate normally even with the minimum battery capacity.
A road (including a highway) is uniformly discretized into a set of road segment sets,
Figure BDA0002659069860000061
defining a binary variable xmLet xmIndicating whether the mth segment of the road segment is a DWC lane. As shown in fig. 1, there is only one transmitter for each selected segment. Each road section has a set of substations and associated facilities, and if multiple road sections are connected, each substation is assumed to be located at the beginning of the charging road section, and one substation is shared. Considering that the number of the transformer substations is equal to the number of the connected road sections, another binary variable y is introducedmLet ymY is defined as the starting segment of the wireless charging section representing whether the mth section of the section is continuous or notmSegment m is the beginning segment of the continuous wireless charging link, denoted by 1. Using said xmAnd ymThe definitions of (1), (2) and (3) are introduced when x ism-1＝0，xmWhen 1, then ymAnd (5) judging that the mth section is the initial section of the wireless charging lane as 1.
y1＝x1 (1)
Figure BDA0002659069860000071
Figure BDA0002659069860000072
Defining a set of vehicles
Figure BDA0002659069860000073
To vehicle
Figure BDA0002659069860000074
Knowing the starting point of the vehicle
Figure BDA0002659069860000075
Terminal point
Figure BDA0002659069860000076
Initial battery charge
Figure BDA0002659069860000077
Defining a continuous variable pu，mLet p stand foru，mIndicating the current battery level of the vehicle u at the start of the mth segment. The battery charging efficiency is not constant, and a new continuous variable tau is introducedu，mLet τ beu，mRepresents the average charge of the vehicle u in the mth stage.
FIG. 2 is a schematic diagram of the variation of the electric quantity of the vehicle in the charging section and the non-charging section, wherein the solid line curve is the curve of the charging section and is the relationship between the driving distance of the vehicle on the charging section and the variation of the current electric quantity in the battery; the dashed curve is a discharge curve, i.e. the battery level after the vehicle has been discharged only on the non-charging section. The charging rate of the battery of the electric bus is closely related to the current electric quantity, the characteristic that the charging efficiency of the battery is a concave function is utilized, and the charging time function f (q) > 0 and f' (q) < 0 are met. To obtain the actual charge amount of the vehicle u at the section m, the present embodiment uses the average charging speed
Figure BDA0002659069860000078
Multiplied by the charging time
Figure BDA0002659069860000079
Formula f (p)u，m) And f (p)u，m+1) Representing the average charge rate at the beginning and end of the m segments, i.e. the charge is pu，mAnd pu，m+1The average charge rate of time is as shown in equation (4).
Figure BDA00026590698600000710
The lower charge level limit is set to meet safety constraints and the upper charge level limit is set to extend the life of the vehicle battery. Equation (5) is a safety constraint limit, i.e. the charge level of the vehicle in the system should be at the upper limit pLAnd a lower limit pHAnd the requirement of safe driving is ensured. Battery power level.
Figure BDA00026590698600000711
In order to ensure the safety of the charging road section without interference and facilitate the charging of the charging vehicles, a semi-closed road section is mostly adopted, namely, an opening is arranged at a certain distance, the vehicles on the charging lane can not enter and exit at each point, namely, the vehicles at the opening of the road section can enter and exit the charging road section. In the model herein we restrict vehicles to only allowing ingress and egress at two types of gates, namely the start and end points of a highway toll station, the start and end points of a continuous charging section into and out of a toll lane. Due to the restriction of the entrance and exit of the toll lane, a situation may occur in which some vehicles still travel on the charging section after being fully charged (or reaching the upper charging limit), and in this state, the vehicles cannot be charged continuously, and only the current full-charge state can be maintained. In order to calculate the part of the overflow power in detail and optimize the value of the overflow power and the total system cost, a new continuous variable r is further definedu，m. Defining a variable ru，mIndicating the electric power surplus portion of the vehicle u in the mth stage. Fig. 3 is a schematic diagram of the calculation of the spilled electric quantity, in which the solid line is the actual electric quantity of the vehicle, the dotted line is the portion of the spilled electric quantity, and the spilled electric quantity ru，mIs the amount of electricity wasted because the charging vehicle currently stops charging to maintain the upper charging power limit. This part of the optimization is of great significance for the system to optimize the configuration section, so this overflow part is also taken into account in our model.
Referring to fig. 10, a dynamic wireless charging section optimal configuration method considering battery charging efficiency according to the present embodiment is described below, and the optimal configuration method includes the following steps:
step S1, optimizing the position and length of the charging road section under the condition of considering the battery charging rate and optimizing the total cost of the system; the concrete steps are shown in step S11 to step S13;
the optimization goal in the method of step S11 is to minimize the DWCS infrastructure investment cost, segment the entire highway, and translate the cost into the sum of the construction cost of multiple segments of the charging lane and the construction cost of the substation. The equation for optimizing the total cost is:
Figure BDA0002659069860000081
in the above formula: f is the total cost;
Figure BDA0002659069860000082
representing construction costs of wireless charging road section, C1The construction cost of a charging road section with unit length, the construction cost of a charging lane and the length of the charging lane form a linear relation,
Figure BDA0002659069860000083
is a collection of road segments evenly dispersed into a group, and
Figure BDA0002659069860000084
xmis a binary variable indicating whether the mth section of the road section is a DWC lane;
Figure BDA0002659069860000085
represents the investment cost for constructing the installation of DWCS wireless charging substations and the like, wherein C2Cost of construction for a single wireless charging section transformer, ymIs a binary variable representing whether the mth segment is the initial segment of the continuous wireless charging segment, and defines ymThe segment m is the initial segment of the continuous wireless charging section, so that the number of the charging section transformers in the highway is equal to the total number of the continuous charging sections.
Step S12, parameters in formula (6) in the above step S11The equations (1) - (5) should be satisfied, meanwhile, the optimized total cost equation should also satisfy the power constraint limits (7) and (8), m +1 is the end point of the mth segment, and the current power level p of the mth +1 segment can be calculated by the following recursion equationu，m+1：
Figure BDA0002659069860000086
Figure BDA0002659069860000087
In the above formula, the first and second carbon atoms are,
Figure BDA0002659069860000088
representative hair point
Figure BDA0002659069860000089
The level of power at; s represents the electric energy consumption (kW · h) per unit road section; r isu，mIs a continuous variable representing the amount of charge spilled over the road section m by the vehicle u.
Furthermore, the formula (6) should satisfy the linearization constraint limits (9) to (12) because of the existence of the bilinear term τ in the constraint formulau，mxmIn which τ isu，mAnd xmThe corresponding decision variables are all linear functions, so the product is a bilinear term. In order to facilitate the solution, a new continuous variable w is introducedu，mFor the intermediate quantity in the linearization process, let wu，m＝τu，mxm. The specific linearization steps are as follows:
Figure BDA0002659069860000091
Figure BDA0002659069860000092
Figure BDA0002659069860000093
Figure BDA0002659069860000094
in the above formula, G is a very large constant.
Step S13, the position and length of the charging link are determined according to steps S11 and S12.
Step S2, determining the optimal lane number, and respectively optimizing a plurality of OD pairs aiming at different battery power levels to obtain different charging strategies; the concrete steps are shown in step S21 to step S23;
step S21, for each different OD pair, the lowest power required for the whole course can be calculated according to the initial power of the vehicle, the departure point, the arrival point, and the charging position of the road section, and the charging position is determined. It is concluded therefrom that at each location of the route there is a minimum current charge level
Figure BDA0002659069860000095
To ensure that the vehicle can smoothly arrive at the next charging section.
When the vehicle driving road section is a non-charging road section:
Figure BDA0002659069860000096
Figure BDA0002659069860000097
in the above formula, the first and second carbon atoms are,
Figure BDA0002659069860000098
represents the global minimum power level of the destination station d, and the power level is larger than the lower limit p of the residual power of the batteryLWherein d represents a destination station of the vehicle,
Figure BDA0002659069860000099
is a destination stationThe set of points is then set to a point,
Figure BDA00026590698600000910
Figure BDA00026590698600000911
representing the minimum power level required to reach the destination point d at point i,
Figure BDA00026590698600000912
s represents the power consumption (kW · h) per unit road section.
When the vehicle driving road section is a charging road section:
Figure BDA00026590698600000913
Figure BDA00026590698600000914
Figure BDA00026590698600000915
in the above formula, τmIs a continuous variable representing the average charge of the vehicle u in the mth leg; l represents the length of each road segment; v is the average vehicle running speed.
Step S22, calculating the lowest full-range electric quantity for each arriving station according to the step S21
Figure BDA00026590698600000916
As long as the battery of the vehicle in the DWCS is satisfied
Figure BDA0002659069860000101
The vehicle may stop charging. The specific calculation formula is as follows:
p(u1，i+1)＝p(u1，i)-s (18)
when in use
Figure BDA0002659069860000102
And inn≤i≤outnThe method comprises the following steps:
h(u1，n)＝1 (19)
in the above formula, u1A vehicle representing known OD information; n denotes the long charging section of the possible connection run to be selected,
Figure BDA0002659069860000103
and is
Figure BDA0002659069860000104
A set of long charging segments representing possible connection runs to be selected; innAnd outnRespectively representing the starting point and the end point of the nth section connected with the charging section; h (u)1N) is a binary variable representing the vehicle u1Whether charging in the nth segment is selected.
Step S23, the accumulated charging demand for each link is obtained according to step S22, and the minimum required number of lanes is calculated. The specific formula is as follows:
Figure BDA0002659069860000105
num(n)＝ceil(Q/Qvol) (21)
in the above equation, Q represents the accumulated charge demand for each link; data (u1) represents the number of vehicles for which OD information is known; num (n) is the minimum number of links demand; qvolDesigned for a single lane.
In step S3, assuming that all vehicles comply with the charging guidelines, the charging strategies for a plurality of OD pairs at different initial charge levels can be calculated using the above method.
The following describes in detail the application of the control method according to the present embodiment, taking the highway shown in fig. 4 as an example. The total length of a highway from the Guangdong province Ringzhang toll station to the ruin toll station is 305 kilometers, the number of the toll stations is 22, 1155 different OD pairs are provided, and the initial electric quantity of the electric bus is subject to normal distribution and is divided into seven electric quantity intervals. Fig. 4 shows 22 highway toll station locations, and fig. 5 shows travel OD per hour.
Model usage in this example
Figure BDA0002659069860000106
CoreTMi7-8550U @1.99 GHz CPU 24 GB RAM computer, the code is realized in MATLAB 2019a, and a commercial MILP solver Gurobi is called. Gurobi performed well in this example, and it took 186.22 seconds to solve for 22 sites 1155 OD to solve for the case exact solution in 7 electricity intervals. The present embodiment uses a charge rate approximately conforming to a linear function, and f (p) is selected in consideration of the vehicle battery characteristics and the grid characteristicsu，m)＝0.6-0.3*pu，mAs a charging rate expression, the parameter value of the expression does not influence the effectiveness of the model. Other main parameter value settings are shown in table 1.
TABLE 1 Key parameter values
Figure BDA0002659069860000107
Figure BDA0002659069860000111
Step S100, determining the position and the length of a charging road section; specifically, step S100 includes steps S101 to S103.
Steps S101 to S103, as shown in table 2, the DWC is optimized for 6 consecutive charging segments, i.e. sub-segments 19 to 36, 50 to 79, 101 to 129, 150 to 178, 199 to 232 and 256 to 284. Fig. 6 shows the optimized charging belt arrangement position and length. Since the first step optimizes the road segment position and length, the cost calculation at the vehicle end is not considered. Thus, a vehicle transitional greedy charge situation occurs, i.e., the vehicle selects the charge each time it encounters a charge segment, the result being consistent with the model assumption. Considering that the energy conversion rate and the operation cost of wireless charging are relatively high, the minimum power guarantee is provided on the premise of meeting the safe operation of the vehicle by optimizing the number of the system lanes and charging guidance in the second step.
TABLE 2 DWC charging section optimization results
Figure BDA0002659069860000112
Figure BDA0002659069860000121
S200, determining the optimal lane number and respectively optimizing a plurality of OD pairs aiming at different battery power levels to obtain different charging strategies; step S200 includes steps S201 to S203.
Steps S201 to S203, as shown in fig. 7 and 8, require more than one DWC lane, such as 50 to 79, 199 to 202, 272 to 284, for a partial charging lane. On the basis of optimizing the position and the length of the DWC lane, the lane number optimization result of each position is obtained, and according to the result, the charging position strategy of each OD vehicle can be obtained.
Table 3 shows the comparison results of the number of lanes before and after optimization using this method. The number of DWC lanes is reduced in the sections of 50-79, 199-202 and 272-284, and the total construction cost of the sections is reduced. These segments had an original length of 119 x 1+44 x 2-207 km-lane, which reduced the total length to 163 km-1 ane, saving about $ 44,000,000.
TABLE 3 conclusion comparison
Figure BDA0002659069860000122
Figure BDA0002659069860000131
Step S300, integrating the results of selecting address, fixing length, optimizing the number of lanes and the charging strategy, such as the result shown in fig. 9. The initial battery charge in this embodiment is normally distributed, i.e.
Figure BDA0002659069860000132
Fig. 9 shows different charge demand volumes and optimal charging locations for vehicles with different initial charge levels.
In summary, compared with the existing method (for example, the existing intersection control method), the dynamic wireless charging section optimal configuration method considering the battery charging efficiency of the embodiment has the following advantages and beneficial effects:
the DWCS provided by the embodiment can reduce the total construction operation cost of the system to the minimum by optimizing a system total cost model and optimizing the position length of the DWC road section and the number of charging lanes of each charging section. The model provides a new idea for DWCS application in long-distance highway service in the future, fully balances the relationship between the position and the length of a charging lane under the condition of considering the change of the battery charging rate in the infrastructure planning process, optimizes the charging period of the electric highway bus by considering the relationship between the battery charging efficiency and the current electric quantity, and improves the energy efficiency. And provides a numerical solving method for designing an optimized operation scheme of the system. In practical application, because the case is complex and the calculation amount is large, the position and the length of the charging lane are difficult to be quickly optimized, and the number of lanes is reduced. The two-step decomposition method provided by the invention can greatly reduce the complexity of the algorithm and quickly obtain the solution of the actual problem.
The embodiment further provides a dynamic wireless charging section optimal configuration system, which includes:
the road section selection module is used for acquiring the position and the length of a charging road section on a road according to the battery charging rate and the total system cost;
the lane optimization module is used for determining the optimal number of charging lanes on the position of the charging road section by a lowest electric quantity reverse-deducing method;
the lowest electric quantity is the lowest electric quantity required by the whole running process of the electric automobile.
The dynamic wireless charging section optimal configuration system of the embodiment can execute the dynamic wireless charging section optimal configuration method provided by the method embodiment of the invention, can execute any combination implementation steps of the method embodiment, and has corresponding functions and beneficial effects of the method.
The embodiment further provides a dynamic wireless charging section optimal configuration device, which includes:
at least one processor;
at least one memory for storing at least one program;
when executed by the at least one processor, cause the at least one processor to implement the method described above.
The dynamic wireless charging section optimal configuration device of the embodiment can execute the dynamic wireless charging section optimal configuration method provided by the method embodiment of the invention, can execute any combination implementation steps of the method embodiment, and has corresponding functions and beneficial effects of the method.
The present embodiments also provide a storage medium having stored therein processor-executable instructions, which when executed by a processor, are configured to perform the method as described above.
The embodiment also provides a storage medium, which stores an instruction or a program capable of executing the dynamic wireless charging section optimal configuration method provided by the embodiment of the method of the invention, and when the instruction or the program is run, the method can be executed by any combination of the embodiment of the method, and the method has corresponding functions and beneficial effects.
It will be understood that all or some of the steps, systems of methods disclosed above may be implemented as software, firmware, hardware, and suitable combinations thereof. Some or all of the physical components may be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application specific integrated circuit. Such software may be distributed on computer readable media, which may include computer storage media (or non-transitory media) and communication media (or transitory media). The term computer storage media includes volatile and nonvolatile, removable and non-removable media implemented in any method or technology for storage of information such as computer readable instructions, data structures, program modules or other data, as is well known to those of ordinary skill in the art. Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, Digital Versatile Disks (DVD) or other optical disk storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to store the desired information and which can accessed by a computer. In addition, communication media typically embodies computer readable instructions, data structures, program modules or other data in a modulated data signal such as a carrier wave or other transport mechanism and includes any information delivery media as known to those skilled in the art.
The embodiments of the present invention have been described in detail with reference to the accompanying drawings, but the present invention is not limited to the above embodiments, and various changes can be made within the knowledge of those skilled in the art without departing from the gist of the present invention.

Claims (10)

1. A dynamic wireless charging section optimal configuration method is characterized by comprising the following steps:
acquiring the position and the length of a charging road section on a road according to the battery charging rate and the total system cost;
determining the optimal charging position strategies of different vehicles by a back-stepping method of the lowest required safety electric quantity at different road section positions, and further determining the number of charging lanes at different positions of the charging road section;
the minimum safe electric quantity is the minimum electric quantity at the current position required by the whole safe driving process of the electric automobile.
2. The method as claimed in claim 1, wherein the obtaining of the charging section position and the charging section length on the road according to the battery charging rate and the total system cost comprises:
segmenting the highway to obtain a plurality of segments, wherein the segments comprise a charging segment and a common segment;
investing dynamic wireless charging infrastructure into the sum of construction cost of the charging section and construction cost of the transformer substation, and obtaining a total cost expression;
acquiring the position and the length of a charging road section according to the battery charging rate, the total cost expression and an optimization target;
wherein the optimization objective is to minimize infrastructure investment costs for dynamic wireless charging.
3. The dynamic wireless charging section optimal configuration method according to claim 2, wherein the total cost expression is as follows:
Figure FDA0002659069850000011
wherein F is the total cost;
Figure FDA0002659069850000012
representing construction costs of wireless charging road section, C1The construction cost of a charging road section with unit length, the construction cost of a charging lane and the length of the charging lane form a linear relation,
Figure FDA0002659069850000013
is a collection of road segments evenly dispersed into a group, and
Figure FDA0002659069850000014
xmis a binary variable representing whether the mth segment of the road section is a charging segment;
Figure FDA0002659069850000015
represents the investment cost for constructing the installation of DWCS wireless charging substations and the like, wherein C2For single wireless chargerConstruction cost of electric section transformers, ymIs a binary variable representing whether the mth segment is the initial segment of the continuous wireless charging segment, and defines ymThe segment m is the initial segment of the continuous wireless charging section, so that the number of the charging section transformers in the road is equal to the total number of the continuous charging sections.
4. The method as claimed in claim 3, wherein the total cost expression satisfies the following constraint condition:
y1＝x1
Figure FDA0002659069850000016
Figure FDA0002659069850000017
Figure FDA0002659069850000021
wherein, tauu,mIs a continuous variable representing the average charge of the vehicle u in the mth stage,
Figure FDA0002659069850000022
pu,mis a continuous variable representing the current battery level of the vehicle u at the start of the mth segment; formula f (p)u,m) And f (p)u,m+1) Representing the average charge rate at the beginning and end of the m segments, i.e. the charge is pu,mAnd pu,m+1Average charge rate of time, and satisfies f (p)u,m)>0,f′(pu,m) < 0, meaning that as the amount of power decreases, the charging rate will become faster; l represents the length of each road segment; v is the average vehicle travel speed; p is a radical ofHRepresents the upper limit of the battery charge, pLRepresents a lower battery charge limit;
Figure FDA0002659069850000023
which represents the starting point of the journey of the vehicle u,
Figure FDA0002659069850000024
representing the end of travel of vehicle u;
the total cost expression should satisfy the electric quantity constraint limit of the electric automobile, and the electric quantity constraint limit is as follows:
Figure FDA0002659069850000025
Figure FDA0002659069850000026
wherein the content of the first and second substances,
Figure FDA0002659069850000027
representative hair point
Figure FDA0002659069850000028
The level of power at; s represents the electric energy consumption (kW. h) per road section, ru,mIs a continuous variable representing the amount of charge spilled over the road section m by the vehicle u.
5. The method as claimed in claim 4, wherein the total cost expression further satisfies a linearization constraint limit, the linearization constraint limit comprising a linearization process intermediate quantity wu,mLet wu,m＝τu,mxmThe linearization constraint is limited to:
Figure FDA0002659069850000029
Figure FDA00026590698500000210
Figure FDA00026590698500000211
Figure FDA00026590698500000212
wherein G is a large constant.
6. The method as claimed in claim 1, wherein the determining the optimal charging location strategy for different vehicles and further determining the number of charging lanes at different locations on the charging section by the method of back-stepping the minimum required safety power at different locations on the charging section comprises:
for each different OD pair, calculating the minimum electric quantity required by the electric automobile in the whole process according to the initial electric quantity, the departure point, the arrival point and the position of the charging section of the electric automobile, and determining the charging position of the electric automobile;
acquiring optimal charging position strategies of different vehicles according to the minimum electric quantity and charging constraint conditions of the electric automobile;
and acquiring the accumulated charging demand of the electric automobile on each charging road section according to the optimal charging position strategies of different vehicles, and further calculating the minimum lane number demand on the position of the charging road section.
7. The method as claimed in claim 6, wherein the calculation formula of the accumulated charging demand is as follows:
Figure FDA0002659069850000031
num(n)＝ceil(Q/Qvol)
wherein Q represents the accumulated charging demand for each road segment; data (u1) represents the number of vehicles for which the OD pairs are known; num (n) is the minimum number of links demand; qvolDesigned for a single lane.
8. A dynamic wireless charging section optimal configuration system is characterized by comprising:
the road section selection module is used for acquiring the position and the length of a charging road section on a road according to the battery charging rate and the total system cost;
the lane optimization module is used for determining the optimal charging position strategies of different vehicles by a reverse-deduction method of the minimum required safety electric quantity at different road section positions, and further determining the number of charging lanes at different positions of the charging road section;
the minimum safe electric quantity is the minimum electric quantity at the current position required by the whole safe driving process of the electric automobile.
9. A dynamic wireless charging section optimal configuration device is characterized by comprising:
at least one processor;
at least one memory for storing at least one program;
when executed by the at least one processor, the at least one program causes the at least one processor to implement a method for dynamic wireless charging section optimization configuration according to any one of claims 1-7.
10. A storage medium having stored therein a program executable by a processor, wherein the program executable by the processor is adapted to perform the method of any one of claims 1-7 when executed by the processor.
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