CN112757954A - Electric automobile ordered charging combined adjustment method under combined special transformer sharing mode - Google Patents

Electric automobile ordered charging combined adjustment method under combined special transformer sharing mode Download PDF

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CN112757954A
CN112757954A CN202011629616.7A CN202011629616A CN112757954A CN 112757954 A CN112757954 A CN 112757954A CN 202011629616 A CN202011629616 A CN 202011629616A CN 112757954 A CN112757954 A CN 112757954A
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charging
charging station
combined
price
user
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CN112757954B (en
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杨景旭
李钦豪
张勇军
苏洁莹
黄国权
姚蓝霓
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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
    • B60L53/60—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
    • B60L53/63—Monitoring or controlling charging stations in response to network capacity
    • 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
    • B60L53/67—Controlling two or more charging stations
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
    • G06Q10/063—Operations research, analysis or management
    • G06Q10/0631—Resource planning, allocation, distributing or scheduling for enterprises or organisations
    • G06Q10/06312—Adjustment or analysis of established resource schedule, e.g. resource or task levelling, or dynamic rescheduling
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
    • G06Q10/063—Operations research, analysis or management
    • G06Q10/0631—Resource planning, allocation, distributing or scheduling for enterprises or organisations
    • G06Q10/06315—Needs-based resource requirements planning or analysis
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q50/00—Systems or methods specially adapted for specific business sectors, e.g. utilities or tourism
    • G06Q50/06—Electricity, gas or water supply
    • 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
    • H02J3/003—Load forecast, e.g. methods or systems for forecasting future load demand
    • 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
    • H02J3/007—Arrangements for selectively connecting the load or loads to one or several among a plurality of power lines or power sources
    • H02J3/0075—Arrangements for selectively connecting the load or loads to one or several among a plurality of power lines or power sources for providing alternative feeding paths between load and source according to economic or energy efficiency considerations, e.g. economic dispatch
    • 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
    • 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
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/50—The network for supplying or distributing electric power characterised by its spatial reach or by the load for selectively controlling the operation of the loads
    • H02J2310/56—The network for supplying or distributing electric power characterised by its spatial reach or by the load for selectively controlling the operation of the loads characterised by the condition upon which the selective controlling is based
    • H02J2310/62—The condition being non-electrical, e.g. temperature
    • H02J2310/64—The condition being economic, e.g. tariff based load management
    • 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
    • Y02B—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO BUILDINGS, e.g. HOUSING, HOUSE APPLIANCES OR RELATED END-USER APPLICATIONS
    • Y02B70/00—Technologies for an efficient end-user side electric power management and consumption
    • Y02B70/30—Systems integrating technologies related to power network operation and communication or information technologies for improving the carbon footprint of the management of residential or tertiary loads, i.e. smart grids as climate change mitigation technology in the buildings sector, including also the last stages of power distribution and the control, monitoring or operating management systems at local level
    • Y02B70/3225—Demand response systems, e.g. load shedding, peak shaving
    • 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
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S20/00—Management or operation of end-user stationary applications or the last stages of power distribution; Controlling, monitoring or operating thereof
    • Y04S20/20—End-user application control systems
    • Y04S20/222—Demand response systems, e.g. load shedding, peak shaving

Abstract

The invention provides an electric vehicle ordered charging combined regulation method in a combined special transformer sharing mode, which comprises the following steps: step 1, establishing an ordered charging combined regulation effect evaluation index; step 2, constructing an electric automobile and transferring the electric automobile to an external model of the combined charging station; step 3, calculating the equivalent electricity price of the charging of the user; step 4, calculating the charging station selection probability and the time period transition probability, and obtaining the charging station-time period transition probability according to the charging station selection probability and the time period transition probability; and 5, establishing an ordered charging comprehensive target, and optimizing a combined charging price based on a particle swarm algorithm. The combined charging price is adjusted by an operator, the time interval electricity price with large specific variable redundancy capacity is generally reduced, the time interval electricity price with small specific variable redundancy capacity is raised, the electricity price difference of the combined charging station is coordinated, the user is guided to charge the station by staggering peaks and the stations, the specific variable redundancy capacity is more fully utilized, and another reliable choice is provided for solving the problem of transformer capacity when the operator constructs the charging station.

Description

Electric automobile ordered charging combined adjustment method under combined special transformer sharing mode
Technical Field
The application relates to the technical field of electric automobiles, in particular to an orderly charging combined adjusting method for an electric automobile in a combined special transformer sharing mode.
Background
In recent years, electric vehicles have been developed rapidly, and sufficient transformer capacity is a safety guarantee for connecting electric vehicle loads to a power grid. In the implementation process, the inventor finds that at least the following problems exist in the traditional method for solving the capacity of the transformer of the charging station:
the transformer capacity problem of the current charging station mainly has two solutions: firstly, the load of the electric automobile is consumed by utilizing the public variable redundant capacity, but the consumption capacity of the public variable is limited, and the increasingly-enlarged charging requirement of the electric automobile is difficult to meet only by utilizing the public variable redundant capacity; secondly, a charging station operator puts in operation a new transformer, but the primary cost is too high, and the return time of the operator is too long; and places such as markets, office buildings and the like widely adopt the special transformer for power supply, and due to various reasons, redundancy exists in a plurality of special variable capacity configurations, so that huge economic benefits are generated by fully utilizing the special transformer redundancy capacity for supplying power to the charging station. The redundant capacity of the building special transformer is closely related to the daily load characteristics of the building, the problem of redundant capacity shortage can occur in the peak time of the building load, and the charging requirement of the electric automobile is difficult to meet. The document (Yang Shen Xue, Zhou Yuan, Zhang Yongjun, etc..) EV ordered charging taking into account time-varying power rates and transition probabilities in a "special variation sharing" mode [ J ] electric power automation equipment, 2020,40(10):173 + 180+193.) adopts single building special change to charging station power supply, but the special variation redundancy capacity is seriously insufficient in part of time intervals, and the potential for users to shift to other time intervals for charging through power rate adjustment is limited, resulting in that the charging requirements of part of users cannot be met. At the moment, the charging price of each charging station is jointly adjusted through an operator, and the charging price difference is used for guiding the user to charge by mistake so as to effectively solve the problem. Different building load characteristics have larger difference, the special variable redundancy capacity of the special variable redundancy device has certain complementary characteristics, and the special variable redundancy device has certain feasibility in combination with different buildings to be changed into a charging station for power supply. On the other hand, the process of guiding the electric vehicle to transfer from the originally planned charging station to the associated charging station consumes time and electricity, and charging cost of the user is increased, so that transfer loss needs to be considered when the user selects the charging station.
Disclosure of Invention
The invention provides a combined special transformer sharing mode that operators jointly change different building special transformers into power supply of a charging station, guides the electric automobile to charge in a staggered-peak and staggered-station mode according to the combined charging price, and provides a combined special transformer satisfaction rate and a combined regulation promotion ratio to reflect the effect of combined regulation; the money cost consumed by an electric vehicle user during charging station transfer is reflected by transfer money loss, the charging station selection probability is obtained based on the charging station charging price difference between stations, the charging station-time period transfer probability is obtained on the basis in combination with the time period transfer probability, and the combined charging price optimization is optimized based on the particle swarm optimization, so that the electric vehicle ordered charging combined adjusting method in the combined specific transformer sharing mode is provided.
The invention is realized by at least one of the following technical schemes.
The electric automobile ordered charging combined regulation method in the combined special transformer sharing mode comprises the following steps:
step 1, establishing an ordered charging combined regulation effect evaluation index;
step 2, constructing an electric automobile and transferring the electric automobile to an external model of the combined charging station;
step 3, calculating the equivalent electricity price of the charging of the user;
step 4, acquiring the charging station selection probability and the time period transition probability, and acquiring the charging station-time period transition probability according to the charging station selection probability and the time period transition probability;
and 5, establishing an ordered charging comprehensive target, and optimizing a combined charging price based on a particle swarm algorithm.
Preferably, step 1 comprises the steps of:
step 1-1, defining a joint specific change satisfaction rate:
when the capacity of the combined charging station is insufficient, part of electric vehicles are transferred to the outside of the combined charging station for charging because of excessive queuing number; thus defining the joint specific variation satisfaction rate etamThe degree to which the combined dedicated variable redundancy capacity meets the electric vehicle charging requirements, namely:
ηm＝Nc/N0 (1)
wherein N iscTotal number of electric vehicles actually charged in the combined charging station in a day, N0A total number of electric vehicles scheduled to be charged at the combined charging station;
step 1-2, defining a combined regulation lift ratio:
the difference of the satisfaction rates when the special transformer independently supplies power to the charging station and the joint special transformer supplies power to the charging station is considered, and the joint regulation effect of the joint special transformer sharing mode is reflected; based on this, the joint adjustment effect is considered by taking the joint adjustment lift ratio θ as an index, and is defined as:
θ＝(ηm-η'm)/η'm (2)
eta 'of'mAnd (4) the satisfaction rate when the two special transformers independently supply power for the charging activities of the electric automobile.
Preferably, step 2 comprises the steps of: the charging machine opening number N of the charging station g is set to be adjusted every other time intervalr(g, λ) is:
Figure BDA0002875915970000021
in the formula, P0Rated charging power for the electric vehicle; sr(g, λ) is the redundancy capacity of the dedicated variable g in the λ period;
Figure BDA0002875915970000022
represents rounding down;
supposing that the number of queued electric vehicles is more than N when the charging station is chargedp0When the electric vehicle arrives, the electric vehicle arrives at the station and is transferred to other charging stations; therefore, when the total number of the electric vehicles queued by the two combined charging stations is more than 2Np0When the following formula is satisfied, the newly arrived electric vehicle needs to be transferred to the outside of the combined charging station for charging:
Figure BDA0002875915970000023
wherein N isES(g, t) is the number of electric vehicles at the charging station g at time t, which belongs to the lambda period.
Preferably, step 3 comprises the steps of:
step 3-1, charging time of the electric vehicle or charging fee after the charging station is transferred:
charging fee D for user ic(i) And integrated electricity price dc(i) The formula is as follows:
Figure BDA0002875915970000031
wherein d isc(i)、Dc(i) And Wc(i) Respectively providing the comprehensive charging price, the charging fee per day and the charging amount after the user i transfers; c. Cchg(g, λ) is the charging price for charging station g for the λ th time period; t (i, lambda) is the charging time of the user i in the lambda-th time period of the charging station;
after the charging time or the charging station of the electric automobile is transferred, the charging queuing time of the user is converted into the queuing money cost delta Dp(i)：
ΔDp(i)＝κtΔTp(i) (6)
In the formula (I), the compound is shown in the specification,Tp(i) queuing time for user i; kappatA monetary loss for the user every 1 hour spent;
step 3-2, transfer loss cost: setting the distance that the electric vehicle needs to travel more to and fro when transferring the charging station as twice the distance of the combined charging station; when the electric automobile does not have charging station transfer, the transfer loss is 0, otherwise, the transfer time loss Delta T of the user it(i) And transfer power loss Δ WL(i) Respectively converted into monetary losses Δ Dt(i) And Δ DL(i) Comprises the following steps:
Figure BDA0002875915970000032
Figure BDA0002875915970000033
wherein d isc(i) Transferring the comprehensive charging price for the user i; l isunA combined charging station distance; gamma rayrThe actual endurance mileage and the theoretical endurance mileage L of the electric vehicle after considering other power consumptions are taken as the endurance mileage coefficientrangeThe ratio of (A) to (B); e0The battery capacity of the electric vehicle; v. ofaThe average running speed of the electric automobile;
integration of two monetary losses Δ Dt(i) And Δ DL(i) Get the total transfer money loss Δ D of user itr(i) Comprises the following steps:
ΔDtr(i)＝ΔDt(i)+ΔDL(i) (9)
step 3-3, calculating the total charging cost and the equivalent charging price of the user:
total charging cost Dtotal(i) For all monetary costs of user i in the charging process, namely:
Dtotal(i)＝Dc(i)+ΔDp(i)+ΔDtr(i) (10)
wherein D isc(i) A charge fee for user i;
based on total charging costTo obtain the equivalent charging price d of the user ie(i) Comprises the following steps:
de(i)＝Dtotal(i)/Wc(i) (11)
wherein, Wc(i) The amount of charge for user i.
Preferably, the step of obtaining the charging station selection probability and the time period transition probability includes the steps of:
step 4-1, obtaining the charging station selection probability:
will be from the first charging station g period lambda0The equivalent charging price difference of the time period λ transferred to the second charging station k is recorded as
Figure BDA0002875915970000041
The equivalent charging price difference between the first charging station g and the second charging station k is selected after the charging is transferred to the same time period lambda
Figure BDA0002875915970000042
When charging activities are transferred to a lambda time period to select charging stations, the selection probability is related to the equivalent charging price when two charging stations are selected respectively, a combined charging station is selected if k is not equal to g, and the charging station selection probability of a user is measured by a piecewise function as follows:
Figure BDA0002875915970000043
in the formula (I), the compound is shown in the specification,
Figure BDA0002875915970000044
for a period g from a first charging station0Probability of selecting a second charging station k after shifting to the time period λ; Δ dx1And Δ dx2Respectively setting an interstation valence difference dead zone threshold and a saturation zone threshold; k is a radical ofxIs a linear region slope, i.e. kx＝1/(Δdx2-Δdx1)；
Probability of selecting originally planned charging station
Figure BDA0002875915970000045
Comprises the following steps:
Figure BDA0002875915970000046
step 4-2, acquiring the time interval transition probability:
when a user transfers the charging time period, the main power is also the excitation of the equivalent charging price difference; taking the charging station with the minimum equivalent charging price transferred to the lambda time period as the assumed station transferred in the time period, the equivalent charging price difference in the time period is as follows:
Figure BDA0002875915970000047
user in time period lambda0The probability of transition from the first charging station g to the time segment λ is:
Figure BDA0002875915970000048
Figure BDA0002875915970000049
Figure BDA00028759159700000410
Figure BDA00028759159700000411
wherein the content of the first and second substances,
Figure BDA0002875915970000051
the time interval valence difference transfer rate; Δ dp1And Δ dp2A time period price difference dead zone threshold value and a saturation zone threshold value;
Figure BDA0002875915970000052
will for electric quantity transfer; smin(i) For the day after transferA minimum state of charge (SOC) value; smThe lowest SOC that does not impair the battery life; senAn SOC threshold value for meeting the demand of the electric quantity margin;
Figure BDA0002875915970000053
will of transfer in the morning (0: 00-6: 00); p is a radical ofmaxIs the maximum value of the valence difference transfer rate; k is a radical ofpThe slope of the linear region of valence transfer rate, i.e. kp＝pmax/(Δdp2-Δdp1)；
Acquiring period transition probabilities corresponding to charging starts of the electric automobile at 0 th, 10 th, 20 th, 30 th, 40 th and 50 th minutes in the lambda period, and randomly selecting a time point as a charging starting time of the period based on the probabilities.
Preferably, the charging station-time period transition probability is obtained as:
Figure BDA0002875915970000054
wherein the content of the first and second substances,
Figure BDA0002875915970000055
indicating the user during a time period lambda0Probability of transition from the first charging station g to the second charging station k for a period lambda,
Figure BDA0002875915970000056
indicating the user during a time period lambda0A probability of whether the charging station g is left after the transition from the charging station g to the time period λ;
after the charging station-time interval transfer probability is determined, the charging load transfer condition is simulated through a Monte Carlo sampling method.
Preferably, the establishment of the ordered charging comprehensive objective is as follows:
obtaining the equivalent charge price drop ratio of the user:
with equivalent charge price reduction ratio etau(i) And (3) observing the net benefits brought by the participation of the user i in the ordered charging, namely:
ηu(i)＝[d'e(i)-de(i)]/d'e(i) (20)
wherein, d'e(i) Transferring the equivalent charging price for the user i;
the average equivalent charging price drop ratio eta of all electric vehicle users is investigated by integrating the equivalent charging price drop ratios of all electric vehicle usersuaComprises the following steps:
Figure BDA0002875915970000057
acquiring special transformer rent and the increasing ratio thereof:
the special transformer user gains a profit by collecting a special transformer rent fee; the larger the total charge, the higher the special change lease fee, i.e.:
Figure BDA0002875915970000058
wherein D isz0The sum of the rent and the income of the joint special transformer; dz(g) The lease fee of the special transformer g for one day, and b (g, lambda) is the lease fee price of the special transformer g in the lambda time period; pES(g, λ) is the actual charging load of the charging station g during the λ period; Δ t is the time length of a time period;
investigation of increase ratio eta of special change rent charge before and after joint regulationz0To reflect the net benefit of the specific user, namely:
ηz0＝(Dz0-D'z0)/D'z0 (23)
in formula (II) to'z0And Dz0Respectively the sum of the special transformer rent fees before and after the joint adjustment;
acquiring the profit amount and the increment ratio of the operator:
the operator jointly operates two charging stations accessed to different special transformers, benefits are obtained through charging service fees, meanwhile, the operator needs to pay special transformer rent fees to special transformer users, and the one-day profit amount D of the operator is obtainedser0Comprises the following steps:
Figure BDA0002875915970000061
wherein D isser(g) G, the interest amount of a charging station for one day; c. Cser(g, λ) is the charging service price of charging station g for the λ period; Δ t is the time length of a time period;
by jointly regulating the increase ratio eta of the profitability of the operatorserTo reflect the net revenue of the operator for joint regulation, namely:
ηser＝(Dser0-D'ser0)/D'ser0 (25)
in formula (II) to'ser0And Dser0The profit amounts of the operators before and after the joint adjustment are respectively;
acquiring a joint specific transformation utilization index and an increasing ratio thereof:
the joint special transformer utilization index is adopted to comprehensively consider the joint special transformer redundant capacity utilization rate and the degree of meeting the electric vehicle charging requirement by the joint special transformer;
measuring the utilization condition of the joint special transformer by integrating the utilization rate and the satisfaction rate of the redundant capacity of the joint special transformer, and defining a utilization index L of the joint special transformerz0Comprises the following steps:
Figure BDA0002875915970000062
wherein the content of the first and second substances,
Figure BDA0002875915970000063
is a weight coefficient;
exponential increasing ratio eta of joint specific transformation utilization before and after joint regulationzbTo reflect the improvement of the joint proprietary change utilization, namely:
ηzb＝(Lz0-L'z0)/L'z0 (28)
of formula (II) to'z0And Lz0Respectively are joint specific utilization indexes before and after joint regulation;
acquiring an ordered charging comprehensive target:
in order to ensure that all the requirements are met, an ordered charging comprehensive target is established by integrating the average equivalent charging price reduction ratio of the users, the special transformer rent charge increase ratio, the operator profit amount increase ratio and the joint special transformer utilization index increase ratio, namely:
χ＝γ1ηua+γ2ηz0+γ3ηser+γ4ηzb (29)
wherein, γ1～γ4Are weight coefficients.
Preferably, the joint specific redundancy capacity utilization ηr0Defined as the average of the individual dedicated redundancy capacity utilizations, i.e.:
Figure BDA0002875915970000064
wherein eta isr(g) Redundant capacity utilization for the dedicated transformer g; g1The number of the combined charging stations.
Preferably, the optimization of the combined charging price based on the particle swarm algorithm is to adjust the combined charging price and the special transformer rental price, the particle swarm algorithm is adopted for optimization, and the positions of particles are the combined charging price and the special transformer rental price; in the iteration process, for the combined charging price and rent price scheme of each particle, the charging time and the charging station selection of each user are carried out according to the charging station selection probability and the time period transition probability of the user, the charging load and the charging station load of each electric vehicle are solved, the ordered charging comprehensive target is further established, and the individual extreme value and the global extreme value of each particle are updated.
Compared with the prior art, the ordered charging combined adjusting method in the combined special transformer sharing mode provided by the invention has the advantages that the combined charging price is adjusted by the operator, the time period electricity price with large special transformer redundancy capacity is generally reduced, the time period electricity price with small special transformer redundancy capacity is raised, and meanwhile, the electricity price difference of the combined charging station is coordinated, so that the off-peak and off-station charging of electric vehicle users can be well guided, the charging service is provided for more electric vehicles, the special transformer redundancy capacity is more fully utilized, the requirements of all parties are better met, another reliable choice is provided for solving the problem of transformer capacity when the operator constructs the charging station, and the method has practical significance.
Drawings
FIG. 1 is a graph illustrating various types of building load curves in an embodiment of the present invention;
FIG. 2 is a combined charge rate in an embodiment of the invention;
fig. 3 is a diagram illustrating predicted charging loads before and after adjustment of the first charging station 1 according to the embodiment of the present invention;
fig. 4 is a diagram of predicted charging load before and after adjustment of the second charging station 2 according to the embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is further described in detail by the following embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.
The embodiment of the invention provides a specific application example of an electric vehicle ordered charging combined regulation method in a combined special transformer sharing mode, which comprises the following steps:
the step 1 of establishing the ordered charging combined regulation effect evaluation index comprises the following steps:
step 1-1, combining the specific change satisfaction rate:
when the capacity of the combined charging station is insufficient, part of electric vehicles can be transferred to the outside of the combined charging station for charging due to the excessive queuing number; thus, a joint specific warp satisfaction rate eta can be definedmThe degree to which the combined dedicated variable redundancy capacity meets the electric vehicle charging requirements, namely:
ηm＝Nc/N0 (1)
wherein N iscTotal number of electric vehicles actually charged in the combined charging station in a day, N0A total number of electric vehicles scheduled to be charged at the combined charging station;
step 1-2, calculating a combined regulation lift ratio:
the difference of the satisfaction rates when the special transformer independently supplies power to the charging station and the joint special transformer supplies power to the charging station is considered, and the joint regulation effect of the joint special transformer sharing mode can be reflected; based on this, the joint adjustment effect is considered by taking the joint adjustment lift ratio θ as an index, and is defined as:
θ＝(ηm-η'm)/η'm (2)
eta 'of'mAnd (4) the satisfaction rate when the two special transformers independently supply power for the charging activities of the electric automobile.
Step 2, establishing an electric automobile transfer to a combined charging station external model, which comprises the following contents:
because the redundancy capacity of the special transformer is limited, the charging stations can receive different numbers of electric vehicles in each time period, and therefore operators need to control the open number of chargers according to the redundancy capacity of the special transformer; the charging machine opening number N of the charging station g is set to be adjusted every other time intervalr(g, λ) is:
Figure BDA0002875915970000081
in the formula, P0Rated charging power for the electric vehicle; sr(g, λ) is the redundancy capacity of the dedicated variable g in the λ period;
Figure BDA0002875915970000082
represents rounding down;
supposing that the number of queued electric vehicles is more than N when the charging station is chargedp0When the electric vehicle arrives, the electric vehicle arrives at the station and is transferred to other charging stations; therefore, when the total number of the electric vehicles queued by the two combined charging stations is more than 2Np0When the following formula is satisfied, the newly arrived electric vehicle needs to be transferred to the outside of the combined charging station for charging (t belongs to the lambda period):
Figure BDA0002875915970000083
wherein N isESAnd (g, t) is the number of electric vehicles at the charging station g at the moment t.
Step 3, calculating the equivalent electricity price of the user charging:
step 3-1, charging time of the electric vehicle or charging fee after the charging station is transferred:
charging fee D for user ic(i) And integrated electricity price dc(i) The formula is as follows:
Figure BDA0002875915970000084
wherein d isc(i)、Dc(i) And Wc(i) Respectively providing the comprehensive charging price, the charging fee per day and the charging amount after the user i transfers; c. Cchg(g, λ) is the charging price for charging station g for the λ th time period; t (i, lambda) is the charging time of the user i in the lambda-th time period of the charging station;
step 3-2, after the electric vehicle transfers the charging time or the charging station, the cost of the user charging queuing time is as follows:
converting user i's queuing time to a queuing money cost Δ Dp(i)：
ΔDp(i)＝κtΔTp(i) (6)
In the formula, Tp(i) Queuing time for user i; kappatA monetary loss for the user every 1 hour spent;
step 3-3, calculating the transfer loss cost:
setting the distance that the electric vehicle needs to travel more to and fro when transferring the charging station as twice the distance of the combined charging station; when the electric automobile does not have charging station transfer, the transfer loss is 0, otherwise, the transfer time loss Delta T of the user it(i) And transfer power loss Δ WL(i) (conversion to monetary loss Δ D, respectively)t(i) And Δ DL(i) ) is:
Figure BDA0002875915970000091
Figure BDA0002875915970000092
wherein, γrFor the mileage coefficient of endurance, for considering the electric vehicleActual endurance mileage and theoretical endurance mileage L after electricity consumptionrangeThe ratio of (A) to (B); e0The battery capacity of the electric vehicle; v. ofaThe average running speed of the electric automobile;
the total transfer money loss Delta D of the user i is obtained by integrating the two lossestr(i) Comprises the following steps:
ΔDtr(i)＝ΔDt(i)+ΔDL(i) (9)
step 3-4, calculating the total charging cost and the equivalent charging price of the user:
at a total charging cost Dtotal(i) Consider all monetary costs for user i during charging, namely:
Dtotal(i)＝Dc(i)+ΔDp(i)+ΔDtr(i) (10)
based on the total charging cost, the equivalent charging price d of the user i can be obtainede(i) Comprises the following steps:
de(i)＝Dtotal(i)/Wc(i) (11)
step 4, obtaining the charging station selection probability and the time period transition probability, and combining the charging station selection probability and the time period transition probability to obtain the charging station-time period transition probability, wherein the method comprises the following steps:
step 4-1, obtaining the charging station selection probability:
will be from the first charging station g period lambda0The equivalent charging price difference of the time period λ transferred to the second charging station k is recorded as
Figure BDA0002875915970000093
The equivalent charging price difference between the first charging station g and the second charging station k is selected after the charging is transferred to the same time period lambda
Figure BDA0002875915970000094
Because the charging station transfer brings inconvenience to users, the charging station transfer to the combined charging station is possible only if the equivalent charging price transferred to the combined charging station is lower than that when the station is charged; the charging activity is thus transferred to the lambda period for the selection of charging stations, the selection probability and the equivalent charging price for the respective selection of two charging stationsRegarding the size, let k ≠ g (i.e. selects the joint charging station), and measure the charging station selection probability of the user by using the piecewise function as:
Figure BDA0002875915970000095
in the formula (I), the compound is shown in the specification,
Figure BDA0002875915970000096
for a period g from a first charging station0Probability of selecting a second charging station k after shifting to the time period λ; Δ dx1And Δ dx2Respectively setting an interstation valence difference dead zone threshold and a saturation zone threshold; k is a radical ofxIs a linear region slope, i.e. kx＝1/(Δdx2-Δdx1)；
Probability of selecting originally planned charging station
Figure BDA0002875915970000101
Comprises the following steps:
Figure BDA0002875915970000102
step 4-2, acquiring the time interval transition probability:
when a user transfers the charging time period, the main power is also the excitation of the equivalent charging price difference; taking the charging station with the minimum equivalent charging price transferred to the lambda time period as the assumed station transferred in the time period, the equivalent charging price difference in the time period is as follows:
Figure BDA0002875915970000103
user in time period lambda0The probability of transition from charging station g to time segment λ is:
Figure BDA0002875915970000104
Figure BDA0002875915970000105
Figure BDA0002875915970000106
Figure BDA0002875915970000107
wherein the content of the first and second substances,
Figure BDA0002875915970000108
the time interval valence difference transfer rate; Δ dp1And Δ dp2A time period price difference dead zone threshold value and a saturation zone threshold value;
Figure BDA0002875915970000109
will for electric quantity transfer; smin(i) Is the minimum state of charge (SOC) value for the day after transfer; smThe lowest SOC that does not impair the battery life; senAn SOC threshold value for meeting the demand of the electric quantity margin;
Figure BDA00028759159700001010
will of transfer in the morning (0: 00-6: 00); p is a radical ofmaxIs the maximum value of the valence difference transfer rate; k is a radical ofpThe slope of the linear region of valence transfer rate, i.e. kp＝pmax/(Δdp2-Δdp1)；
For convenience of calculation, calculating time interval transition probabilities corresponding to the starting charging of the electric automobile in 0 th, 10 th, 20 th, 30 th, 40 th and 50 th minutes in the lambda time interval, and randomly selecting a time point as the starting charging time of the time interval based on the probabilities;
step 4-3, obtaining the charging station-time period transition probability:
obtaining a charging station-time period transition probability based on the charging station selection probability and the time period transition probability:
Figure BDA00028759159700001011
wherein the content of the first and second substances,
Figure BDA00028759159700001012
indicating the user during a time period lambda0Probability of transition from the first charging station g to the second charging station k for a period lambda,
Figure BDA00028759159700001013
indicating the user during a time period lambda0The probability of remaining at the charging station g after the transition from the charging station g to the time period λ.
After the charging station-time period transition probability is determined, the charging load transition situation can be simulated through a Monte Carlo sampling method.
Step 5, establishing an ordered charging comprehensive target, and optimizing a combined charging price based on a particle swarm algorithm, wherein the method comprises the following steps:
step 5-1, establishing an ordered charging comprehensive target:
obtaining the equivalent charge price drop ratio of the user:
the invention reduces the ratio eta by the equivalent charging priceu(i) And (3) observing the net benefits brought by the participation of the user i in the ordered charging, namely:
ηu(i)＝[d'e(i)-de(i)]/d'e(i) (20)
wherein, d'e(i) Transferring the equivalent charging price for the user i;
the average equivalent charging price drop ratio eta of all electric vehicle users is investigated by integrating the equivalent charging price drop ratios of all electric vehicle usersuaComprises the following steps:
Figure BDA0002875915970000111
acquiring special transformer rent and the increasing ratio thereof:
the special transformer user gains a profit by collecting a special transformer rent fee; the larger the total charge, the higher the special change lease fee, i.e.:
Figure BDA0002875915970000112
wherein D isz0The sum of the rent and the income of the joint special transformer; dz(g) The lease fee of the special transformer g for one day, and b (g, lambda) is the lease fee price of the special transformer g in the lambda time period; pES(g, λ) is the actual charging load of the charging station g during the λ period;
investigation of increase ratio eta of special change rent charge before and after joint regulationz0To reflect the net benefit of the specific user, namely:
ηz0＝(Dz0-D'z0)/D'z0 (23)
in formula (II) to'z0The sum of the special transformer rental fees before the joint adjustment;
acquiring the profit amount and the increment ratio of the operator:
the operator jointly operates two charging stations accessed to different special transformers, benefits are obtained through charging service fees, and meanwhile, the operator needs to pay special transformer rent fees to special transformer users; the operator's one-day profitability amount Dser0Comprises the following steps:
Figure BDA0002875915970000113
wherein D isser(g) The profit amount of the charging station g in one day; c. Cser(g, λ) is the charging service price of charging station g for the λ period; Δ t is the time length of a session, taken as 1 hour.
Increasing ratio eta of operator profit amount before and after investigation joint regulationserTo reflect the net revenue of the operator for joint regulation, namely:
ηser＝(Dser0-D'ser0)/D'ser0 (25)
in formula (II) to'ser0The amount of profit for the operator before joint adjustment;
acquiring a joint specific transformation utilization index and an increasing ratio thereof:
the joint special transformer utilization index is adopted to comprehensively consider the joint special transformer redundant capacity utilization rate and the degree of meeting the electric vehicle charging requirement by the joint special transformer;
defining a joint specific redundancy capacity utilization ηr0The average value of the utilization rate of each dedicated variable redundancy capacity is as follows:
Figure BDA0002875915970000121
wherein eta isr(g) Redundant capacity utilization for the dedicated transformer g; g1Taking 2 for the number of the combined charging stations;
measuring the utilization condition of the joint special transformer by integrating the utilization rate and the satisfaction rate of the redundant capacity of the joint special transformer, and defining a utilization index L of the joint special transformerz0Comprises the following steps:
Figure BDA0002875915970000122
wherein the content of the first and second substances,
Figure BDA0002875915970000123
is a weight coefficient;
index increase ratio eta of joint specific transformation utilization before and after investigation joint regulationzbTo reflect the improvement of the joint proprietary change utilization, namely:
ηzb＝(Lz0-L'z0)/L'z0 (28)
of formula (II) to'z0The index is the joint specific transformation utilization index before joint regulation;
establishing an ordered charging comprehensive target:
in order to ensure that all the requirements are met, the invention integrates the average equivalent charging price reduction ratio of users, the special transformer rent charge increase ratio, the operator profit amount increase ratio and the joint special transformer utilization index increase ratio to establish an ordered charging integrated target, namely:
χ＝γ1ηua+γ2ηz0+γ3ηser+γ4ηzb (29)
wherein, γ1～γ4Is a weight coefficient;
step 5-2, optimizing a combined charging price based on a particle swarm optimization:
for the adjustment of the combined charging price and the special transformer rent price, a particle swarm algorithm is adopted for optimization, and the positions of particles are the combined charging price and the special transformer rent price; in the iteration process, for the combined charging price and rent price scheme of each particle, the charging time and charging station selection of each user are optimized according to the user charging behavior decision model, then the charging load and charging station load of each electric vehicle are solved, the ordered charging comprehensive target is further calculated, and the individual extreme value and the global extreme value of each particle are updated.
In the embodiment, the capacities of the two dedicated variables are 1250kVA, and the average load rate of each time period of the dedicated variables before the charging load is accessed is 0.4. The grid peak-to-valley electricity rates are shown in table 1. The number of electric vehicles scheduled to be charged to two charging stations is 600, so N0Is 1200. The electric vehicle parameters and the user travel behavior probability distributions are shown in tables 2 and 3, and the charging behavior parameters of each electric vehicle are extracted as the original charging plan. The load characteristics of the building with the peak-to-night type, the price sensitive type, the electricity utilization type in the morning and the evening and the electricity utilization robust type (respectively marked as types 1-5) are shown in the attached drawing 1.
Delta t is 1h, the service price before guidance is 1 yuan/kW.h, and the maximum limit value c of the charging pricemaxTaking 2.2 yuan/kW.h; upper and lower limits of rent price bmaxAnd bmin0.3 and 0.1 (yuan/kW. multidot.h) are respectively taken.
Figure BDA0002875915970000131
And
Figure BDA0002875915970000132
all are taken as 0.5; gamma ray1～γ4And 1, ratio 1: 1: 2: 1. n is a radical ofp0And taking 3. Gamma rayrTake 0.65. KappatTake 50 yuan/hr. Δ dx1And Δ dx2Respectively taking 0.1 and 0.5 (yuan/kW.h); Δ dp1And Δ dp2Respectively taking 0.1 and 1 (yuan/kW.h), pmaxIs 0.1; smAnd SenTake 0.2 and 0.4, respectively.
TABLE 1 Peak to valley electricity prices
Figure BDA0002875915970000133
TABLE 2 electric vehicle parameters
Figure BDA0002875915970000134
TABLE 3 user travel probability distribution for electric vehicles
Figure BDA0002875915970000135
In order to analyze the effectiveness of the three-tier ordered charging combined regulation mechanism, when the distance of the combined charging station is 0.6km and the building load combination is type 1 and type 3 in the attached drawing 1, the ordered charging regulation mechanism is adopted for optimization, the charging prices before and after combined regulation are shown in the attached drawing 2, the predicted loads of the charging stations are respectively shown in the attached drawing 3 and the attached drawing 4, and the demand indexes are shown in a table 4.
TABLE 4 demand index before and after Joint Regulation
Figure BDA0002875915970000136
Figure BDA0002875915970000141
As can be seen by referring to fig. 3, fig. 4 and table 4, after the joint adjustment, the average equivalent charging price drop ratio, the special transformer rent charge increase ratio and the operator profit amount increase ratio are respectively 19.4%, 36.8% and 12.9%, which are positive values, indicating that the requirements of each party before the joint adjustment are more satisfied; the satisfaction rate and the redundancy capacity utilization rate of the special transformer 1 and the special transformer 2 are increased, which shows that the redundancy capacity of the special transformer is more fully utilized.
After joint regulation, the operator raises the charge rate in the period of shortage of the dedicated variable redundancy capacity and lowers the charge rate in the period of utilization of the space by the dedicated variable redundancy capacity. Under the incentive of electricity price, the charging time of part of electric vehicles is shifted from the period of shortage of the special variable redundant capacity to the period of low special variable load rate, and the requirement for transferring the electric vehicles to the outside of the combined charging station is reduced, so that the special variable can meet the charging requirement of more electric vehicles, the number of the electric vehicles transferred to the outside of the combined charging station is reduced from 373 to 67, and the combined regulation effect is obvious.
Before joint regulation, the redundancy capacity of the special transformer 1 is in shortage in the 20: 00-22: 00 time period, so that the special transformer satisfaction rate is smaller, and the redundancy capacity of the special transformer 2 in the same time period has available space; the redundancy capacity of the special transformer 2 is extremely short in the 8: 00-10: 00 time period, so that the meeting rate of the special transformer is low, and the redundancy capacity of the special transformer 1 in the same time period has available space. In the above time period, the operator raises the charge rate of the charging station in which the exclusive-variable redundant capacity is in short supply, and lowers the charge rate of the charging station in which the redundant capacity is used. Under the regulation of the combined charging price, 124 electric vehicles are transferred from the charging station 1 to the charging station 2, and 161 electric vehicles are transferred from the charging station 2 to the charging station 1, so that the shortage of the special transformer redundant capacity in certain time intervals is relieved to a certain extent, the meeting rate of the special transformer and the utilization rate of the redundant capacity are improved, the requirement of transferring the electric vehicles to the outside of the combined charging station for charging is greatly reduced, and the effectiveness of the ordered charging combined regulation method is verified.
Based on this, the invention proposes a joint proprietary transformation sharing mode: a charging station operator is combined with different buildings to be specially changed into a charging station for supplying power, and the charging price is adjusted to guide the electric automobile users to charge in order so as to fully utilize the specially changed redundant capacity to provide charging service for more electric automobiles; in the combined special transformer sharing mode, in order to fully utilize the redundant capacity of the special transformer, an operator needs to flexibly adjust the charging price at each time interval to guide the electric vehicle users to stagger building load peak charging, and needs to coordinate the charging prices of the combined charging stations at the same time interval to guide the electric vehicle users to stagger station charging according to the charging price difference between stations, so that the problem of single special variable capacity shortage which may occur at the building load peak time interval is solved by utilizing the complementary characteristics of different special transformer redundant capacities.
The above embodiments are preferred embodiments of the present invention, but the present invention is not limited to the above embodiments, and any other modifications, substitutions, combinations, and simplifications which do not depart from the spirit and principle of the present invention should be construed as equivalents and are intended to be included in the scope of the present invention.

Claims (9)

1. The electric automobile ordered charging combined regulation method under the combined special transformer sharing mode is characterized by comprising the following steps of:
step 1, establishing an ordered charging combined regulation effect evaluation index;
step 2, constructing an electric automobile and transferring the electric automobile to an external model of the combined charging station;
step 3, calculating the equivalent electricity price of the charging of the user;
step 4, acquiring the charging station selection probability and the time period transition probability, and acquiring the charging station-time period transition probability according to the charging station selection probability and the time period transition probability;
and 5, establishing an ordered charging comprehensive target, and optimizing a combined charging price based on a particle swarm algorithm.
2. The electric vehicle ordered charging combined regulation method under the combined special transformer sharing mode according to claim 1, wherein the step 1 comprises the following steps:
step 1-1, defining a joint specific change satisfaction rate:
when the capacity of the combined charging station is insufficient, part of electric vehicles are transferred to the outside of the combined charging station for charging because of excessive queuing number; thus defining the joint specific variation satisfaction rate etamThe degree to which the combined dedicated variable redundancy capacity meets the electric vehicle charging requirements, namely:
ηm＝Nc/N0 (1)
wherein N iscTotal number of electric vehicles actually charged in the combined charging station in a day, N0A total number of electric vehicles scheduled to be charged at the combined charging station;
step 1-2, defining a combined regulation lift ratio:
the difference of the satisfaction rates when the special transformer independently supplies power to the charging station and the joint special transformer supplies power to the charging station is considered, and the joint regulation effect of the joint special transformer sharing mode is reflected; based on this, the joint adjustment effect is considered by taking the joint adjustment lift ratio θ as an index, and is defined as:
θ＝(ηm-η'm)/η'm (2)
eta 'of'mAnd (4) the satisfaction rate when the two special transformers independently supply power for the charging activities of the electric automobile.
3. The electric vehicle ordered charging combined regulation method under the combined special transformer sharing mode according to claim 2, wherein the step 2 comprises the following steps: the charging machine opening number N of the charging station g is set to be adjusted every other time intervalr(g, λ) is:
Figure FDA0002875915960000011
in the formula, P0Rated charging power for the electric vehicle; sr(g, λ) is the redundancy capacity of the dedicated variable g in the λ period;
Figure FDA0002875915960000012
represents rounding down;
supposing that the number of queued electric vehicles is more than N when the charging station is chargedp0When the electric vehicle arrives, the electric vehicle arrives at the station and is transferred to other charging stations; therefore, when the total number of the electric vehicles queued by the two combined charging stations is more than 2Np0When the following formula is satisfied, the newly arrived electric vehicle needs to be transferred to the outside of the combined charging station for charging:
Figure FDA0002875915960000021
wherein N isES(g, t) is the number of electric vehicles at the charging station g at the moment t,t belongs to the lambda period.
4. The electric vehicle ordered charging combined regulation method under the combined special transformer sharing mode according to claim 3, wherein the step 3 comprises the following steps:
step 3-1, charging time of the electric vehicle or charging fee after the charging station is transferred:
charging fee D for user ic(i) And integrated electricity price dc(i) The formula is as follows:
Figure FDA0002875915960000022
wherein d isc(i)、Dc(i) And Wc(i) Respectively providing the comprehensive charging price, the charging fee per day and the charging amount after the user i transfers; c. Cchg(g, λ) is the charging price for charging station g for the λ th time period; t (i, lambda) is the charging time of the user i in the lambda-th time period of the charging station;
after the charging time or the charging station of the electric automobile is transferred, the charging queuing time of the user is converted into the queuing money cost delta Dp(i)：
ΔDp(i)＝κtΔTp(i) (6)
In the formula, Tp(i) Queuing time for user i; kappatA monetary loss for the user every 1 hour spent;
step 3-2, transfer loss cost: setting the distance that the electric vehicle needs to travel more to and fro when transferring the charging station as twice the distance of the combined charging station; when the electric automobile does not have charging station transfer, the transfer loss is 0, otherwise, the transfer time loss Delta T of the user it(i) And transfer power loss Δ WL(i) Respectively converted into monetary losses Δ Dt(i) And Δ DL(i) Comprises the following steps:
Figure FDA0002875915960000023
Figure FDA0002875915960000024
wherein d isc(i) Transferring the comprehensive charging price for the user i; l isunA combined charging station distance; gamma rayrThe actual endurance mileage and the theoretical endurance mileage L of the electric vehicle after considering other power consumptions are taken as the endurance mileage coefficientrangeThe ratio of (A) to (B); e0The battery capacity of the electric vehicle; v. ofaThe average running speed of the electric automobile;
integration of two monetary losses Δ Dt(i) And Δ DL(i) Get the total transfer money loss Δ D of user itr(i) Comprises the following steps:
ΔDtr(i)＝ΔDt(i)+ΔDL(i) (9)
step 3-3, calculating the total charging cost and the equivalent charging price of the user:
total charging cost Dtotal(i) For all monetary costs of user i in the charging process, namely:
Dtotal(i)＝Dc(i)+ΔDp(i)+ΔDtr(i) (10)
wherein D isc(i) A charge fee for user i;
obtaining the equivalent charging price d of the user i based on the total charging coste(i) Comprises the following steps:
de(i)＝Dtotal(i)/Wc(i) (11)
wherein, Wc(i) The amount of charge for user i.
5. The electric vehicle ordered charging combined regulation method under the combined special transformer sharing mode as claimed in claim 4, wherein the step of obtaining the charging station selection probability and the time period transition probability comprises the steps of:
step 4-1, obtaining the charging station selection probability:
will be from the first charging station g period lambda0The equivalent charging price difference of the time period λ transferred to the second charging station k is recorded as
Figure FDA0002875915960000031
The equivalent charging price difference between the first charging station g and the second charging station k is selected after the charging is transferred to the same time period lambda
Figure FDA0002875915960000032
When charging activities are transferred to a lambda time period to select charging stations, the selection probability is related to the equivalent charging price when two charging stations are selected respectively, a combined charging station is selected if k is not equal to g, and the charging station selection probability of a user is measured by a piecewise function as follows:
Figure FDA0002875915960000033
in the formula (I), the compound is shown in the specification,
Figure FDA0002875915960000034
for a period g from a first charging station0Probability of selecting a second charging station k after shifting to the time period λ; Δ dx1And Δ dx2Respectively setting an interstation valence difference dead zone threshold and a saturation zone threshold; k is a radical ofxIs a linear region slope, i.e. kx＝1/(Δdx2-Δdx1)；
Probability of selecting originally planned charging station
Figure FDA0002875915960000035
Comprises the following steps:
Figure FDA0002875915960000036
step 4-2, acquiring the time interval transition probability:
when a user transfers the charging time period, the main power is also the excitation of the equivalent charging price difference; taking the charging station with the minimum equivalent charging price transferred to the lambda time period as the assumed station transferred in the time period, the equivalent charging price difference in the time period is as follows:
Figure FDA0002875915960000037
user in time period lambda0The probability of transition from the first charging station g to the time segment λ is:
Figure FDA0002875915960000038
Figure FDA0002875915960000039
Figure FDA0002875915960000041
Figure FDA0002875915960000042
wherein the content of the first and second substances,
Figure FDA0002875915960000043
the time interval valence difference transfer rate; Δ dp1And Δ dp2A time period price difference dead zone threshold value and a saturation zone threshold value;
Figure FDA0002875915960000044
will for electric quantity transfer; smin(i) Is the minimum state of charge (SOC) value for the day after transfer; smThe lowest SOC that does not impair the battery life; senAn SOC threshold value for meeting the demand of the electric quantity margin;
Figure FDA0002875915960000045
will of transfer in the morning (0: 00-6: 00); p is a radical ofmaxIs the maximum value of the valence difference transfer rate; k is a radical ofpThe slope of the linear region of valence transfer rate, i.e. kp＝pmax/(Δdp2-Δdp1)；
Acquiring period transition probabilities corresponding to charging starts of the electric automobile at 0 th, 10 th, 20 th, 30 th, 40 th and 50 th minutes in the lambda period, and randomly selecting a time point as a charging starting time of the period based on the probabilities.
6. The electric vehicle ordered charging combined regulation method under the combined special transformer sharing mode according to claim 5, wherein the charging station-time period transfer probability is obtained as follows:
Figure FDA0002875915960000046
wherein the content of the first and second substances,
Figure FDA0002875915960000047
indicating the user during a time period lambda0Probability of transition from the first charging station g to the second charging station k for a period lambda,
Figure FDA0002875915960000048
indicating the user during a time period lambda0A probability of whether the charging station g is left after the transition from the charging station g to the time period λ;
after the charging station-time interval transfer probability is determined, the charging load transfer condition is simulated through a Monte Carlo sampling method.
7. The electric vehicle ordered charging combined regulation method under the combined special transformer sharing mode according to claim 6, characterized in that the ordered charging integrated objective is specifically established as follows:
obtaining the equivalent charge price drop ratio of the user:
with equivalent charge price reduction ratio etau(i) And (3) observing the net benefits brought by the participation of the user i in the ordered charging, namely:
ηu(i)＝[d′e(i)-de(i)]/d′e(i) (20)
wherein, d'e(i) Transitioning for user iA previous equivalent charging price;
the average equivalent charging price drop ratio eta of all electric vehicle users is investigated by integrating the equivalent charging price drop ratios of all electric vehicle usersuaComprises the following steps:
Figure FDA0002875915960000049
acquiring special transformer rent and the increasing ratio thereof:
the special transformer user gains a profit by collecting a special transformer rent fee; the larger the total charge, the higher the special change lease fee, i.e.:
Figure FDA0002875915960000051
wherein D isz0The sum of the rent and the income of the joint special transformer; dz(g) The lease fee of the special transformer g for one day, and b (g, lambda) is the lease fee price of the special transformer g in the lambda time period; pES(g, λ) is the actual charging load of the charging station g during the λ period; Δ t is the time length of a time period;
investigation of increase ratio eta of special change rent charge before and after joint regulationz0To reflect the net benefit of the specific user, namely:
ηz0＝(Dz0-D'z0)/D'z0 (23)
in formula (II) to'z0And Dz0Respectively the sum of the special transformer rent fees before and after the joint adjustment;
acquiring the profit amount and the increment ratio of the operator:
the operator jointly operates two charging stations accessed to different special transformers, benefits are obtained through charging service fees, meanwhile, the operator needs to pay special transformer rent fees to special transformer users, and the one-day profit amount D of the operator is obtainedser0Comprises the following steps:
Figure FDA0002875915960000052
wherein D isser(g) For g interest of charging station in one day；cser(g, λ) is the charging service price of charging station g for the λ period; Δ t is the time length of a time period;
by jointly regulating the increase ratio eta of the profitability of the operatorserTo reflect the net revenue of the operator for joint regulation, namely:
ηser＝(Dser0-D′ser0)/D′ser0 (25)
in formula (II) to'ser0And Dser0The profit amounts of the operators before and after the joint adjustment are respectively;
acquiring a joint specific transformation utilization index and an increasing ratio thereof:
the joint special transformer utilization index is adopted to comprehensively consider the joint special transformer redundant capacity utilization rate and the degree of meeting the electric vehicle charging requirement by the joint special transformer;
measuring the utilization condition of the joint special transformer by integrating the utilization rate and the satisfaction rate of the redundant capacity of the joint special transformer, and defining a utilization index L of the joint special transformerz0Comprises the following steps:
Figure FDA0002875915960000053
wherein the content of the first and second substances,
Figure FDA0002875915960000054
is a weight coefficient;
exponential increasing ratio eta of joint specific transformation utilization before and after joint regulationzbTo reflect the improvement of the joint proprietary change utilization, namely:
ηzb＝(Lz0-L′z0)/L′z0 (28)
of formula (II) to'z0And Lz0Respectively are joint specific utilization indexes before and after joint regulation;
acquiring an ordered charging comprehensive target:
in order to ensure that all the requirements are met, an ordered charging comprehensive target is established by integrating the average equivalent charging price reduction ratio of the users, the special transformer rent charge increase ratio, the operator profit amount increase ratio and the joint special transformer utilization index increase ratio, namely:
χ＝γ1ηua+γ2ηz0+γ3ηser+γ4ηzb (29)
wherein, γ1～γ4Are weight coefficients.
8. The joint regulation method for orderly charging electric vehicles under the joint specific transformer sharing mode according to claim 7, characterized in that the joint specific transformer redundancy capacity utilization rate ηr0Defined as the average of the individual dedicated redundancy capacity utilizations, i.e.:
Figure FDA0002875915960000061
wherein eta isr(g) Redundant capacity utilization for the dedicated transformer g; g1The number of the combined charging stations.
9. The electric vehicle ordered charging combined regulation method under the combined special transformer sharing mode according to claim 8, characterized in that the optimization of the combined charging price based on the particle swarm algorithm is to adjust the combined charging price and the special transformer rental price, the optimization is performed by adopting the particle swarm algorithm, and the positions of particles are the combined charging price and the special transformer rental price; in the iteration process, for the combined charging price and rent price scheme of each particle, the charging time and the charging station selection of each user are carried out according to the charging station selection probability and the time period transition probability of the user, the charging load and the charging station load of each electric vehicle are solved, the ordered charging comprehensive target is further established, and the individual extreme value and the global extreme value of each particle are updated.
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