CN112193121B - Cluster discharge control method of V2G direct-current charging pile - Google Patents

Cluster discharge control method of V2G direct-current charging pile Download PDF

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CN112193121B
CN112193121B CN202011406093.XA CN202011406093A CN112193121B CN 112193121 B CN112193121 B CN 112193121B CN 202011406093 A CN202011406093 A CN 202011406093A CN 112193121 B CN112193121 B CN 112193121B
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charging pile
discharge
power
vehicle
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CN112193121A (en
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贾俊国
彭晓峰
王明才
史剑
冯中魁
周凌霄
李悦
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Guolian Smart Energy Transportation Technology Innovation Center Suzhou Co ltd
State Grid Electric Vehicle Service Co Ltd
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State Grid Smart Energy Traffic Technology Innovation Center Suzhou Co ltd
State Grid Electric Vehicle Service Co Ltd
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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
    • 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
    • B60L53/30—Constructional details of charging stations
    • B60L53/31—Charging columns specially adapted for electric vehicles
    • 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
    • B60L53/60—Monitoring or controlling charging stations
    • 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
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/64—Optimising energy costs, e.g. responding to electricity rates
    • 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
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/66—Data transfer between charging stations and vehicles
    • 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
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/008—Circuit arrangements for ac mains or ac distribution networks involving trading of energy or energy transmission rights
    • 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
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/28—Arrangements for balancing of the load in a network by storage of energy
    • H02J3/32—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means
    • H02J3/322—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means the battery being on-board an electric or hybrid vehicle, e.g. vehicle to grid arrangements [V2G], power aggregation, use of the battery for network load balancing, coordinated or cooperative battery charging
    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • 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
    • Y02T90/12—Electric charging stations
    • 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
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

A cluster discharge control method of a V2G direct current charging pile relates to the field of interaction of electric vehicles and power grids, and comprises the following steps: after the electric automobile is connected into the V2G charging pile, the automobile owner inputs expected discharging starting time, finishing time and discharging electric quantity; the V2G charging pile interacts with the vehicle through a CAN bus to obtain the current parameters of the vehicle; the V2G charging pile reports parameters of an access vehicle, and a mapping table of V2G charging pile output power and energy conversion efficiency to an energy management system; the energy management system calculates the discharging priority of the current vehicle, the energy management system always preferentially schedules the vehicle with the high priority to discharge at any time, and controls the power of the V2G charging pile to be at the optimal energy conversion point.

Description

Cluster discharge control method of V2G direct-current charging pile
Technical Field
The invention relates to the field of interaction of electric vehicles and power grids, in particular to a cluster discharge control method of a V2G direct-current charging pile.
Background
An electric automobile belongs to a new energy automobile, and takes a battery as energy, and electric energy is converted into mechanical energy through a controller, a motor and other components. The output and sales volume of the pure electric and plug-in hybrid electric vehicles in the next 15 years is equivalent to the total output and sales volume of the vehicles, and the proportion of the output and sales volume of the pure electric and plug-in hybrid electric vehicles to the remaining capacity of the vehicles is rapidly increased year by year.
With the development of the smart power grid, when the load of the power grid is high, the energy storage battery of the electric automobile feeds power to the power grid; when the load of the power grid is low, the power grid is used for storing surplus generated energy in the power grid, and waste is avoided. In this way, the electric automobile can buy electricity from the power grid when the electricity price is low, and sell electricity to the power grid when the electricity price is high. However, for the discharge power of the electric vehicle, the existing research is only to preset the corresponding discharge power, and then once there is a discharge instruction, the electric vehicle discharges according to the correspondingly set power, and does not participate in the energy scheduling of the whole microgrid system in real time, and cannot perform good feedback on the current power supply environment in real time, and cannot fully play the role of the energy storage system in the microgrid.
The existing cluster control strategy has the following defects: under the micro-grid peak clipping and valley filling application environment, the energy management system acquires demand data of the high-voltage side of the distribution network. The V2G charging pile reports the discharge starting time, the discharge ending time, the discharge electric quantity and the maximum discharge power data to the energy management system. The electric automobile and the V2G charging piles interact, the energy management system calculates the average output power P of each V2G charging pile in the discharging period according to the data of the electric automobile accessed in the systemout. Because the AC-DC hybrid conversion module has conversion efficiency eta, the conversion efficiency function is eta ═ f (P)out). The output power P of the charging pile is issued to the V2G by the energy management systemoutWill not fall into the AC-DC hybrid conversion with high probabilityOptimum power conversion range of module [ P ]min,Pmax]In addition, the energy conversion efficiency of the alternating current-direct current hybrid conversion module is low, the loss of electric energy is caused, and the income of electric vehicle users is reduced. Therefore, based on the above problems, a method for solving the corresponding problems is needed.
Disclosure of Invention
Under the application condition of meeting the load shedding of the microgrid, the electric automobile discharges to the power grid, after the electric automobile and the V2G charging pile are interacted, the energy management system calculates the average output power P of each V2G charging pile in the discharging period according to the data of the electric automobile accessed in the systemout. To ensure output power PoutThe invention provides a cluster discharge control method of a V2G direct-current charging pile, which has the technical scheme that the method is within the optimal power conversion range of an alternating-current and direct-current hybrid conversion module, so that the alternating-current and direct-current hybrid conversion module works at the optimal efficiency point, and the loss of the alternating-current and direct-current conversion of a system is reduced, and the method comprises the following steps:
step S1: the method comprises the following steps that a vehicle owner of the electric vehicle inputs expected discharge starting time, discharge ending time and discharge electric quantity of the electric vehicle;
step S2: the V2G charging pile interacts with the electric automobile through a CAN bus to obtain the current charge state, the rated maximum discharge power and the vehicle rated capacity of the electric automobile;
step S3: the V2G charging pile reports the accessed parameters of the electric automobile to an energy management system, wherein the parameters comprise a discharge starting time, a discharge ending time, a discharge electric quantity, a vehicle charge state, a rated maximum output power, a vehicle rated capacity, a V2G charging pile output power and an energy conversion efficiency mapping table;
step S4: the energy management system calculates the expected state of charge of the electric automobile at the discharging end moment according to the parameters
Figure GDA0002902920650000021
And calculating the current discharging priority PRI of the V2G charging pile, scheduling discharging by the energy management system according to the discharging priority, and controlling the power of the V2G charging pile to be at the optimal energy conversion point.
The advantages of this method can be derived from steps S1 to S4: the energy management system schedules discharge according to the discharge priority, and controls the power of the V2G charging pile to be at the optimal energy conversion point, so that the AC-DC conversion loss of the system can be reduced, and the heat generated by the AC-DC hybrid conversion module is reduced. In addition, the user discharges the idle electric vehicle at peak time to supply power to the power grid for selling electricity, so that the utilization rate of the energy storage battery of the electric vehicle can be improved, and the total electric quantity output to the power grid is increased. In addition, the benefit of the user for participating in V2G can be increased, and the user enthusiasm is improved.
Specifically, in step S4, the desired state of charge at the electric vehicle discharge end time
Figure GDA0002902920650000022
Is shown in formula (2),
expected state of charge for discharge end time of nth electric vehicle
Figure GDA0002902920650000023
Figure GDA0002902920650000024
In formula (2): for the nth electric vehicle,
Figure GDA0002902920650000025
is the current state of charge, Q, of the electric automobiledischarge(n) is the amount of electric power discharged by the vehicle,
Figure GDA0002902920650000026
is the rated capacity of the electric vehicle.
Specifically, the calculation formula of the discharging priorities in step S4 is as follows, and assuming that the discharging priorities of the first V2G charging pile to the nth V2G charging pile are PRI (1) and PRI (2) … PRI (n), respectively, the priority PRI (n) of the nth V2G charging pile is:
Figure GDA0002902920650000031
in formula (1): for the nth electric vehicle,
Figure GDA0002902920650000032
is the discharging end time of the electric automobile,
Figure GDA0002902920650000033
the discharge start timing is expected for the electric vehicle,
Figure GDA0002902920650000034
is the charge state of the electric automobile at the discharge starting moment,
Figure GDA0002902920650000035
the expected state of charge at the end of electric vehicle discharge,
Figure GDA0002902920650000036
rated capacity of the electric vehicle, PnbestAnd outputting power for the nth charging pile V2G at the optimal efficiency conversion point.
Specifically, in step S4, in order to make the output power of each V2G charging post fall within the ac-dc conversion optimal power conversion range, the energy management system controls the power of the V2G charging post to be at the optimal energy conversion point according to the discharge priority schedule by the following specific method,
step S41: if power demand P of grid sidedemandOutput power P of all V2G charging piles or morebestThen the V2G charging pile outputs at the optimum efficiency conversion point, and the output power P isbestThe calculation formula (2) is shown in formula (3):
Figure GDA0002902920650000037
in the formula: the output power of the 1 st V2G charging pile to the nth V2G charging pile at the optimal efficiency conversion point is P1best，P2best…Pnbest；
Step S42: if power demand P of grid sidedemandLess than the output power P of all V2G charging pilesbestThe subset St is called out in the set S according to the discharge response priority of the V2G charging pile so that the subset St satisfies the condition (a) and the condition (b) and the inequalities (4), (5), (6) are simultaneously satisfied, which makes the V2G charging pile output at the optimum efficiency conversion point. Wherein the set S is the MAP of the charging piles from the 1 st station to the nth station V2G1{PRI(1)，P1best}，MAP2{PRI(2)，P2best}，…MAPn{PRI(n)，PnbestSet of { fraction } MAPn{PRI(n)，PnbestThe discharging response priority PRI (n) of the nth V2G charging pile and the output power Pn of the optimal efficiency conversion pointbestSet of compositions, PnbestThe output power at the optimal efficiency transfer point is charged for V2G.
Condition (a): the number of elements in the set St is m, and the sum of the priority entries of all maps is the minimum of the priority sums of the same number of elements in the set S. Given the sum of the priority terms of all maps in the set St
Figure GDA0002902920650000038
The sum of m elements and priority items in the set S
Figure GDA0002902920650000039
The following inequality (4) is satisfied;
ω1＜ω2 (4)
condition (b): sum of output powers of the optimal efficiency conversion points of all maps in the set St
Figure GDA0002902920650000041
Setting the complementary set of the set St in the set S as Su, wherein Su corresponds to the V2G charging pile not participating in scheduling, the output power of the optimal efficiency conversion point of any element in the set Su is tau, and the power demand P on the power grid sidedemandλ, the following inequalities (5) and (6) are satisfied
ψ≤λ (5)
ψ+τ>λ (6)
The difference between λ and ψ represents the power that needs to be made up, i.e., δ. An element is found in the set Su, and in the case of the output power δ, the corresponding V2G charging pile works at the most efficient point. Each V2G charging pile has a curve of output power versus conversion efficiency. And substituting the power delta required to be complemented into a curve f (curve) corresponding to the output power and the conversion efficiency of each V2G charging pile to obtain the conversion efficiency of each pile, and then taking the V2G charging pile with the largest efficiency value to output the power delta required to be complemented.
Drawings
Fig. 1 is a flowchart of a cluster discharge control method of a V2G dc charging pile;
FIG. 2 is a schematic diagram of a system for discharging an electric vehicle to a power grid;
fig. 3 is a graph of output power versus conversion efficiency of the V2G charging post under different input voltages in the discharging mode.
Detailed Description
The invention provides a cluster discharge control method of a V2G direct current charging pile, a flow chart of which is shown in figure 1, and the technical scheme of the invention comprises the following steps:
step S1: in order to facilitate a user to discharge the idle electric vehicle at peak time, supply power to a power grid for selling electricity and improve the utilization rate of a battery, the user can input the discharge starting time, the discharge ending time and the discharge electric quantity expected by the electric vehicle;
step S2: the V2G charging pile interacts with the electric automobile through a CAN bus to obtain the current charge state, the rated maximum discharge power and the vehicle rated capacity of the electric automobile;
step S3: the V2G charging pile reports parameters accessed to the electric automobile to an energy management system, wherein the parameters comprise a discharge starting time, a discharge ending time, a discharge electric quantity, a vehicle charge state, a rated maximum output power, a vehicle rated capacity, a V2G charging pile output power and an energy conversion efficiency mapping table;
step S4: the energy management system reports the current charge state of the vehicle connected to the electric vehicle, the discharge electric quantity of the vehicle and the vehicleCalculating a desired state of charge at a vehicle discharge end time based on a vehicle rated capacity
Figure GDA0002902920650000051
Therein
Figure GDA0002902920650000052
The calculation formula is shown as formula (2):
Figure GDA0002902920650000053
in formula (2): for the nth electric vehicle,
Figure GDA0002902920650000054
is the current state of charge, Q of the electric automobiledischarge(n) is the discharge capacity of the electric vehicle,
Figure GDA0002902920650000055
the rated capacity of the electric automobile.
Then the energy management system calculates the discharging priority PRI (n) of the current V2G charging pile, the calculation formula of the discharging priority PRI (n) is shown as formula (1),
Figure GDA0002902920650000056
in formula (1): for the nth electric vehicle,
Figure GDA0002902920650000057
is the discharging end time of the electric automobile,
Figure GDA0002902920650000058
the discharge start timing is expected for the electric vehicle,
Figure GDA0002902920650000059
is the charge state of the electric automobile at the discharge starting moment,
Figure GDA00029029206500000510
the expected state of charge at the end of electric vehicle discharge,
Figure GDA00029029206500000511
rated capacity of the electric vehicle, PnbestPower is output for the nth V2G charging post at the optimal efficiency transfer point.
Next, the energy management system always preferentially schedules the vehicle with high priority to discharge and control the power of the V2G charging pile to be at the optimal energy conversion point at any time, so that the loss of the ac-dc conversion module of the V2G charging pile is reduced, heat generation is reduced, and the energy utilization rate is improved. There are generally two situations in which controlling the power of a V2G charging pile at the optimal energy transfer point:
in the first case: if power demand P of grid sidedemandOutput power P of all V2G charging piles or morebestThen the V2G charging pile outputs power P at the optimum efficiency conversion pointbestThe calculation formula (2) is shown in formula (3):
Figure GDA00029029206500000512
in the formula: the output power of the 1 st V2G charging pile to the nth V2G charging pile at the optimal efficiency conversion point is P1best，P2best…Pnbest；
In the second case: if power demand P of grid sidedemandLess than the output power P of all V2G charging pilesbestCalling out the subset St in a set S according to the discharge response priority of the V2G charging pile, so that the subset St satisfies the condition (a) and the condition (b) and inequalities (4), (5) and (6) are simultaneously satisfied, and the set S is a set consisting of the output power P of the optimal efficiency conversion point of the 1 St to nth V2G charging piles and the discharge response priority PRI, namely MAP1{PRI(1)，P1best}，MAP2{PRI(2)，P2best}，…MAPn{PRI(n)，PnbestSet of { fraction } MAPn{PRI(n)，PnbestFor nth V2G charging pileDischarge response priority PRI (n) and output power PnbestSet of compositions, PnbestAnd charging the output power of the nth V2G at the optimal efficiency conversion point.
Condition (a): the number of elements in the set St is m, and the sum of the priority entries of all maps is the minimum of the priority sums of the same number of elements in the set S. Given the sum of the priority terms of all maps in the set St
Figure GDA0002902920650000061
The sum of m elements and priority items in the set S
Figure GDA0002902920650000062
The following inequality (4) is satisfied:
ω1＜ω2 (4)
condition (b): sum of output powers of the optimal efficiency conversion points of all maps in the set St
Figure GDA0002902920650000063
Setting the complementary set of the set St in the set S as Su, the output power of the optimal efficiency conversion point of any element in the set Su as tau, and the power demand P on the power grid sidedemandλ, the following inequalities (5) and (6) are satisfied:
ψ≤λ (5)
ψ+τ>λ (6)
the difference between λ and ψ represents the power that needs to be made up, i.e., δ. An element is found in the set Su, and in the case of the output power δ, the corresponding V2G charging pile works at the most efficient point. Each V2G charging pile has a curve of output power versus conversion efficiency. And substituting the power delta required to be complemented into a curve f (curve) corresponding to the output power and the conversion efficiency of each V2G charging pile to obtain the conversion efficiency of each pile, and then taking the V2G charging pile with the largest efficiency value to output the power delta required to be complemented. As shown in fig. 3, in the discharging mode, the V2G fills the output power versus conversion efficiency curve of the electric pile under the condition of 300V and 400V input voltage. When the input voltage is 300V and the output power is 6700W, the conversion efficiency reaches 93 percent, the conversion efficiency is the highest, and the optimal conversion point is reached. When the input voltage is 400V and the output power is 10000W, the conversion efficiency reaches 94 percent, the conversion efficiency is the highest, and the optimal conversion point is reached.
It should be understood that the detailed description of the invention is merely illustrative of the invention and is not intended to limit the invention to the specific embodiments described. It will be appreciated by those skilled in the art that the present invention may be modified or substituted equally as well to achieve the same technical result; as long as the use requirements are met, the method is within the protection scope of the invention.

Claims (3)

1. A cluster discharge control method of a V2G direct current charging pile is characterized by comprising the following steps:
step S1: the method comprises the following steps that a vehicle owner of the electric vehicle inputs expected discharge starting time, discharge ending time and discharge electric quantity of the electric vehicle;
step S2: the V2G charging pile interacts with the electric automobile through a CAN bus to obtain the current charge state, the rated maximum discharge power and the vehicle rated capacity of the electric automobile;
step S3: the V2G charging pile reports accessed parameters of the electric automobile to an energy management system, wherein the parameters comprise a discharge starting time, a discharge ending time, a discharge electric quantity, a vehicle charge state, a rated maximum output power, a vehicle rated capacity, a V2G charging pile output power and an energy conversion efficiency mapping table;
step S4: the energy management system calculates the expected state of charge of the electric automobile at the discharging end moment according to the parameters
Figure FDA0002902920640000011
And calculating the current discharging priority PRI of the V2G charging pile, wherein the calculation formula of the discharging priority PRI is shown as formula (1), and the priority PRI (n) of the nth V2G charging pile is as follows:
Figure FDA0002902920640000012
in formula (1): for the nth electric vehicle,
Figure FDA0002902920640000013
is the discharging end time of the electric automobile,
Figure FDA0002902920640000014
the discharge start timing is expected for the electric vehicle,
Figure FDA0002902920640000015
is the charge state of the electric automobile at the discharge starting moment,
Figure FDA0002902920640000016
the expected state of charge at the end of electric vehicle discharge,
Figure FDA0002902920640000017
rated capacity of the electric vehicle, PnbestThe power is output for the nth charging pile V2G at the optimal efficiency conversion point,
and the energy management system schedules discharge according to the discharge priority and controls the power of the V2G charging pile to be at the optimal energy conversion point.
2. The cluster discharge control method for the V2G DC charging pile according to claim 1, characterized in that: in step S4, the V2G charging post is charged to the desired state of charge at the end of discharge
Figure FDA0002902920640000018
The calculation formula (2) shows a desired state of charge at the discharge end time of the n-th charging pile V2G
Figure FDA0002902920640000019
Comprises the following steps:
Figure FDA00029029206400000110
in formula (2): for the nth electric vehicle,
Figure FDA0002902920640000021
is the current state of charge, Q, of the electric automobiledischarge(n) is the amount of electric power discharged by the vehicle,
Figure FDA0002902920640000022
is the rated capacity of the electric vehicle.
3. The cluster discharge control method for the V2G DC charging pile according to claim 1, characterized in that: in step S4, the specific method for the energy management system to schedule the discharge and control the power of the V2G charging post at the optimal energy conversion point according to the discharge priority is as follows,
step S41: if power demand P of grid sidedemandOutput power P of all V2G charging piles or morebestThen the V2G charging pile is output at the optimum efficiency conversion point,
the output power PbestThe calculation formula (2) is shown in formula (3):
Figure FDA0002902920640000023
in the formula: the output power of the 1 st V2G charging pile to the nth V2G charging pile at the optimal efficiency conversion point is P1best，P2best…Pnbest；
Step S42: if power demand P of grid sidedemandLess than the output power P of all V2G charging pilesbestCalling out a subset St in a set S according to the discharge response priority of the V2G charging piles, so that the subset St satisfies the conditions (a) and (b) and inequalities (4), (5) and (6) are simultaneously established, wherein the set S is the MAP of the 1 St to the nth V2G charging piles1{PRI(1)，P1best}，MAP2{PRI(2)，P2best}，…MAPn{PRI(n)，PnbestThe set of MAPn{PRI(n)，PnbestThe discharging response priority PRI (n) of the nth V2G charging pile and the output power Pn of the optimal efficiency conversion pointbestA set of compositions;
condition (a): the number of elements in the subset St is m, the sum of the priority items of all the maps is the minimum value of the priority sums of the same number of elements in the set S, and the sum of the priority items of all the maps in the set St is set
Figure FDA0002902920640000024
The sum of m elements and priority items in the set S
Figure FDA0002902920640000025
The following inequality (4) is satisfied;
ω1＜ω2 (4)
condition (b): sum of output powers of the best efficiency transfer points of all maps in the subset St
Figure FDA0002902920640000026
Setting a complementary set of the subset St in the set S as Su, the output power of the optimal efficiency conversion point of any element in the complementary set Su as tau, and the power demand P on the power grid sidedemandλ, the following inequalities (5) and (6) are satisfied:
ψ≤λ (5)
ψ+τ>λ (6)
the difference value of lambda and psi represents the power needing to be complemented, the power needing to be complemented is delta, an element is found in the set Su, under the condition of output power delta, the V2G charging pile corresponding to the element works at the optimal efficiency point, each V2G charging pile has a curve corresponding to the output power and the conversion efficiency, the power needing to be complemented is substituted into the curve f (curve) corresponding to the output power and the conversion efficiency of each V2G charging pile to obtain the conversion efficiency of each V2G charging pile, the conversion efficiency of each pile is obtained, and then the V2G charging pile with the largest efficiency value is selected to output the power delta needing to be complemented.
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