CN113919966A - Electric bus rapid charging station economical charging method based on double-layer planning - Google Patents

Electric bus rapid charging station economical charging method based on double-layer planning Download PDF

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CN113919966A
CN113919966A CN202110797973.2A CN202110797973A CN113919966A CN 113919966 A CN113919966 A CN 113919966A CN 202110797973 A CN202110797973 A CN 202110797973A CN 113919966 A CN113919966 A CN 113919966A
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吴宇翔
王琪
黄京礼
杨伟
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Nanjing University of Science and Technology
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Abstract

The invention discloses an economical charging method for an electric bus quick-charging station based on double-layer planning. The upper model is an operator benefit model for pricing charging service fees, the service condition of a public transport company on a pure electric bus is considered by taking the running annual income maximization of an operator as a target, and the charging electricity price is optimized by taking the recovery value at the end of the service life of a battery into consideration; the lower-layer model is a bus company cost model with optimized charging load, the minimum daily charging cost of the electric bus charging station is taken as a target, and the charging behavior of the electric buses in the station is scheduled by considering the constraint of operation conditions. And iterating the upper and lower layer models by using a chicken flock optimization algorithm, and calculating an optimal daily charging strategy and an optimal service fee pricing strategy. The invention realizes time-sharing service fee, effectively guides the charging action of the electric bus, is beneficial to stabilizing the charging load fluctuation and realizes the maximization of the benefits of both an operator and a bus company.

Description

Electric bus rapid charging station economical charging method based on double-layer planning
Technical Field
The invention belongs to the field of intelligent power grids, and particularly relates to an economical charging method for an electric bus quick-charging station based on double-layer planning.
Background
With the increasing problems of energy shortage and environmental pollution, the development of electric vehicles has become out of gear. The electric public transport can relieve traffic pressure and realize zero emission, and is bound to become a main force of urban traffic. Unlike traditional private cars, buses have fixed travel routes and departure plans, and the space-time distribution of charging loads can be optimized through centralized management. At present, operators generally adopt a charging mode of fixed charging electricity price, and public transport companies generally adopt a charging mode of charging immediately after arrival without considering the influence of an electricity price mechanism on charging cost. At present, most of research objects about orderly charging of electric automobiles are small non-operating vehicles, the research about electric buses is less, and the influence of time-sharing service fees on orderly charging of the electric buses is not considered.
Disclosure of Invention
The invention aims to provide an economical charging method of an electric bus quick-charging station based on double-layer planning.
The technical scheme for realizing the purpose of the invention is as follows: an economical charging method for an electric bus quick-charging station based on double-layer planning comprises the following steps:
step one, dividing 24h into a plurality of peak time intervals, flat time intervals and valley time intervals according to the change of a charging load, and respectively formulating different service fee standards for each time interval;
step two, establishing an upper-layer planning model by taking the use intention of a public transport company on the pure electric bus as a decision variable and taking the maximum annual income of an operator in running the electric bus rapid charging station as an objective function;
thirdly, establishing a lower-layer planning model by taking various operation conditions of the electric bus quick charging station as decision variables and taking the minimum daily charging cost of the electric bus charging station as an objective function;
step four, solving an upper-layer planning model by adopting a chicken flock optimization algorithm, initializing the starting time and the ending time of daily charging of the electric bus, calculating the fitness of the electric bus by taking the charging service fee of each time interval as an individual variable, and determining a decision scheme of the charging service fee by continuously iteratively updating the positions of the chicken flocks;
step five, solving the lower-layer problem by using a CPLEX optimization tool according to the total charging price given by the upper-layer planning model in each time period, determining an optimal charging strategy and feeding back the optimal charging strategy to the upper-layer planning model;
step six, the upper-layer planning model adjusts the electricity price scheme according to the information fed back by the lower-layer planning model and makes a new decision, whether the maximum iteration times are reached is judged, and if the maximum iteration times are reached, a global optimal solution of the double-layer planning model is output; otherwise, returning to the step three, and continuing the iteration until the maximum iteration times is reached.
Compared with the prior art, the invention has the remarkable advantages that: (1) aiming at the problem of benefit conflict between an operator and a public transport company, the invention considers two pricing schemes of fixed service fee and time-sharing service fee, establishes a service fee pricing model when the respective benefits of the operator and a vehicle owner are optimal, and is closer to the reality; (2) according to the invention, a series of constraint conditions such as the number of charging piles, the capacity of a distribution transformer of the charging station, the charging capacity and the like are fully considered by the lower-layer planning model, the aim of minimizing daily charging cost of the electric bus charging station is fulfilled, the fluctuation of charging load is favorably stabilized, and the benefit maximization of both an operator and a bus company is realized.
Drawings
Fig. 1 is a flow chart of an economical charging method of an electric bus rapid charging station based on double-layer planning.
Fig. 2 is a typical daily regular load and chaotic charging load characteristic curve of a quick charging station.
Fig. 3 shows the load characteristic curves for two charging situations.
FIG. 4 is a computational flow diagram of a flock optimization algorithm.
Detailed Description
As shown in fig. 1 to 4, an economical charging method for an electric bus rapid charging station based on double-layer planning comprises the following steps:
step one, dividing 24h into a plurality of peak time intervals, flat time intervals and valley time intervals according to the change of a charging load, and respectively formulating different service fee standards for each time interval;
considering that two parts of time-of-use electricity prices are adopted in most areas at present and consist of basic electricity prices and electricity quantity time-of-use electricity prices, wherein the basic electricity prices are also called demand electricity prices and are calculated according to transformer capacity or maximum peak load of users; the electricity time-of-use price is also called as electric energy price, and the actual monthly electricity consumption of the user is calculated. The equivalent electricity price of the two electricity prices is as follows:
Figure BDA0003163508530000021
wherein a is the basic electricity price; m is the user transformer capacity (kVA) or the maximum demand (kW); d is the time-of-use electricity price of the electric quantity; h is the power consumption (kWh).
The time-sharing charging service fee means that a plurality of time intervals such as a high-level valley and the like are divided according to the change 24h of the charging load, and different service fee standards are respectively formulated for each time interval. The following 2 different charging service fee pricing schemes are provided according to different guidance degrees of the charging service fee to the user.
The first scheme is as follows: a time-of-use service fee pricing scheme is used. In order to enable part of users to have no influence on charging habits, the satisfaction degree of the users is increased, and the time-of-use electricity price dividing time interval is not changed. After the time-sharing service fee is implemented, the service fee of the flat time period is used as the fixed service fee. The peak and valley service costs are calculated as follows. The peak and valley time service fee is as follows:
Sp＝(1+kp)·Sl (2)
St＝(1+kt)·Sl (3)
in the formula Sp、Sl、StRespectively time-sharing service fees of peak, flat and valley periods; k is a radical ofpA rate of change of service charge for a peak period; k is a radical oftThe rate of change of the service charge for the valley period.
Scheme II: a full-day fixed charging service fee scheme is used.
Sp＝Sl＝St (4)
And step two, establishing an upper-layer planning model by taking the use intention of the public transport company on the pure electric buses as a decision variable and taking the maximum annual income of the operator in running the electric bus rapid charging station as an objective function.
The established upper-level planning model is represented as:
maxIope＝Isell-Cbuy-Ccon (5)
in the formula IopeThe operating year revenue of the operator; i issellAnnual electricity sales revenue collected from the operator to the public transport company; cbuyAnnual electricity purchase cost paid to the electric power company by the operator; cconEqual annual cost of investing the operator in the station. The calculation formula of the cost is as follows:
Figure BDA0003163508530000031
in the formula PiThe power consumption of the charging station at the ith time; siThe service fee is the service fee of the charging station at the ith time;
Figure BDA0003163508530000032
in the formula CiThe time-of-use electricity price at the ith time in a certain area; ccapThe electricity fee is the demand;
Ccon＝Cbui+Copm (8)
in the formula, CbuiThe cost of one-time construction; copmWhich is the secondary operating cost.
Cost of primary construction CbuiThe method mainly comprises the following steps: equal-year-value cost C for purchasing power station system equipment1subThe annual value charge C purchased by the charging system equipment1chaAnd the annual value charge C purchased by the monitoring system equipment1monAnd other costs C1els. Because the electric public transport is planned with a fixed parking lot, the expropriation and cleaning cost of a construction site is not considered.
Figure BDA0003163508530000041
Wherein r is the discount rate; and n is the operation age.
Secondary operation cost CopmIncluding cost of labor C2wagAnd a device maintenance fee C2mai。
Copm＝C2wag+C2mai (10)
Constraint conditions are as follows:
for the upper-layer planning model, analysis is performed from the perspective of operators, and the constraint condition mainly solves the problem of the upper limit of investment of the public transport company. According to the market trend principle, when the same use value is obtained, the user often selects the commodity with lower cost. Generally, when the charging price is low, the public transport company gives priority to the electric public transport. Therefore, by comparing the use cost of the two types of vehicles and considering the recovery value at the end of the service life of the battery, the invention obtains the following constraints:
Cgbus≥Cebus (11)
in the formula CgbusThe use cost of the traditional gas vehicle is reduced; cebusThe use cost of the pure electric bus is low.
Wherein:
Cgbus＝Cbuyg+Ccomg+Crig (12)
in the formula CbuygCost for purchasing cars; ccomgEnergy consumption cost; crigThe operating right is charged.
Cebus＝Cbuye+Cchae-Cres (13)
In the formula CbuyeCost for purchasing cars; cchaeCharging the electricity fee; cresThe electric bus is income for the residual value of the electric bus.
The residual income of the electric bus mainly refers to the residual income of the power battery. The electric bus has higher performance requirement on the power battery, and is generally retired after being attenuated to 70%, but the retired battery still has higher utilization value. The invention adopts double subtraction to calculate the residual value of the a year, and reaches the depreciation age limit YaResidual value of time CresExpressed as:
Figure BDA0003163508530000042
in the formula CbatThe cost of the power battery of the pure electric vehicle is low.
And step three, considering the influence of time-sharing charging cost on the premise of meeting daily charging requirements. And establishing a lower-layer planning model by taking various operation conditions of the electric bus quick charging station as decision variables and taking the minimum daily charging cost of the electric bus charging station as an objective function.
The lower layer planning model established in the third step is expressed as follows:
Figure BDA0003163508530000051
in the formula CjThe time-of-use electricity price of a certain area; pcThe rated charging power of the charger is set; xntThe charging state of the nth electric bus at the time t is shown, and the states of '0' and '1' respectively show that the electric bus is in an 'uncharged' state and a 'charged' state; and delta t represents the unit charging time of the electric bus, and is taken as 5 min.
Constraint conditions are as follows:
(1) charging pile quantity constraint:
Figure BDA0003163508530000052
(2) capacity constraint of a distribution transformer of a charging station:
if the electric bus charging station is provided with a charging pile special supply transformer, the conventional load of the regional charging station is not considered. The invention does not consider a special transformer and takes the conventional load of the charging station into account. In the period t, the sum of the normal load of the charging station and the charging load of the charger should be not less than the rated capacity of the transformer, namely:
Figure BDA0003163508530000053
in the formula PtRepresenting the regular load of the regional charging station; sNRepresents the rated power of the transformer; mu is the rated power factor of the transformer, and is generally 0.95; beta is the load factor of the transformer, depends on the internal parameters of the transformer, considers the economic operation of the transformer, and in the actual work, if the equipment capacity and the load are known, the transformer can operate in the range of 0.2-1 of the load factor. When the capacity of the transformer is selected or under the condition of adjustable load, the transformer is enabled to operate within the range of 0.2-0.8 of load factor.
(3) And (3) charge capacity constraint:
let the electric bus stop for alpha in T time periodn(N is 1,2,3,4, …, N), wherein the time period of arrival of each bus is χnjAnd the outbound time period is psinj，1≤j≤αnWherein 1 is less than or equal to xnj，ψnjT is less than or equal to T. In the time period of each stop of the electric bus, the percentage of the remaining electric quantity of the bus leaving the charging station each time is not less than the average electric quantity consumed by the electric bus back and forth to the total electric quantity B of the batterym(m-1, 2,3,4, …, N) percent SOCaveAnd a remaining capacity percentage threshold SOCminAnd (c) the sum, i.e.:
Figure BDA0003163508530000061
(4) state of charge continuity constraint:
i.e. to consider continuous charging during one charging period deltat. Order to
Figure BDA0003163508530000062
In the formula SOCntThe remaining capacity percentage of the nth electric bus at the time t is shown.
(5) Rapid charge continuity constraint:
in view of the continuity of the rapid charging, the charging is continued from the start until the minimum charging time or charging capacity is stopped.
(Yon,n(t-1)-Ton,n)(Xn,t-1-Xnt)≥0 (20)
In the formula Yon,n(t-1)Continuously charging the nth electric bus for a time; t ison,nAnd the minimum charging time is the nth electric bus.
(6) And (3) restricting the bus operation mode:
when electronic public transit is not standing promptly, can't insert and fill electric pile and charge.
Xnt＝0,n＝1,2,3,4,…,N
t∈{1,2,…,χn1-1}∪{ψn2,…,χn2-1}∪…∪{ψnt,…,288} (21)
(7) Supply and demand balance equality constraints:
i.e. the total amount of charge per day is equal to the amount of power consumed. Order:
Figure BDA0003163508530000063
and step four, solving an upper-layer planning model by adopting a chicken flock optimization algorithm, initializing original parameters of the electric bus, namely the starting time and the ending time of daily charging, calculating the fitness of the electric bus by taking the charging service fee of each time interval as an individual variable, determining a decision scheme of the charging service fee by continuously iteratively updating the position of the chicken flock, namely the initialized control variable, namely the charging service fee of each time interval, and transmitting the charging total price condition of each time interval to a lower-layer model.
The chicken flock optimization algorithm is a novel bionic algorithm, and the basic idea is the hierarchical relationship and chicken flock behaviors of chicken flocks. The hierarchical relationship of the chicken groups is determined by the quality of the fitness value, and the best class of the fitness value is taken as the cock and the food is preferentially obtained; the type with the worst fitness value is taken as a chicken, and the food acquisition capacity is weakest; the rest was regarded as hens. The whole chicken flock is divided into a plurality of groups according to the number of the cocks, each group consists of one cock, a plurality of hens and chicks, and the companion relationship and the maternal-child relationship are randomly generated. Competitive relationships exist between different groups, and different chickens follow different movement laws.
The cock position updating formula is as follows:
Figure BDA0003163508530000071
Figure BDA0003163508530000072
in the formula
Figure BDA0003163508530000073
The position value of the ith cock in the kth iteration in the dimension j is obtained; randn (0, sigma)2) Is a random number and follows a normal distribution; r is another randomly selected cock; f. ofrThe fitness value of the r-th cock is shown.
The hen position update formula is as follows:
Figure BDA0003163508530000074
Figure BDA0003163508530000075
in the formula R1，R2Is [0,1 ]]Some two random numbers in between; f. ofr1Partner cock r as ith hen1The fitness value of (a).
The chicken position update formula is as follows:
Figure BDA0003163508530000076
in the formula
Figure BDA0003163508530000077
Is thatThe position value of the chick mother in the j dimension k iteration; f is a following coefficient, and the general value range is (0, 2).
Solving the lower-layer problem by using a mature CPLEX optimization tool according to the total charging price given by the upper-layer planning model in each time period, searching the optimal charging strategy, namely the daily charging starting time and the daily charging ending time of the electric bus, and feeding back the optimal charging strategy to the upper layer;
step six, the upper-layer planning model adjusts the electricity price scheme according to the information fed back by the lower layer, makes a new decision, judges whether the maximum iteration times is reached, and outputs the global optimal solution of the double-layer planning model if the maximum iteration times is reached; otherwise, returning to the step three, and continuing the iteration until the maximum iteration times is reached. A double-layer planning-based economical charging method for an electric bus quick-charging station is provided, two pricing schemes of fixed service fee and time-sharing service fee are considered for the problem of benefit conflict between an operator and a bus company, a service fee pricing and charging strategy double-layer planning analysis model when the respective benefits of the operator and a bus owner are optimal is established, the charging behavior of the electric bus can be effectively guided, charging load fluctuation can be stabilized, and benefit maximization of both the operator and the bus company is achieved.

Claims (8)

1. An economical charging method for an electric bus quick-charging station based on double-layer planning is characterized by comprising the following steps:
step one, dividing 24h into a plurality of peak time intervals, flat time intervals and valley time intervals according to the change of a charging load, and respectively formulating different service fee standards for each time interval;
step two, establishing an upper-layer planning model by taking the use intention of a public transport company on the pure electric bus as a decision variable and taking the maximum annual income of an operator in running the electric bus rapid charging station as an objective function;
thirdly, establishing a lower-layer planning model by taking various operation conditions of the electric bus quick charging station as decision variables and taking the minimum daily charging cost of the electric bus charging station as an objective function;
step four, solving an upper-layer planning model by adopting a chicken flock optimization algorithm, initializing the starting time and the ending time of daily charging of the electric bus, calculating the fitness of the electric bus by taking the charging service fee of each time interval as an individual variable, and determining a decision scheme of the charging service fee by continuously iteratively updating the positions of the chicken flocks;
step five, solving the lower-layer problem by using a CPLEX optimization tool according to the total charging price given by the upper-layer planning model in each time period, determining an optimal charging strategy and feeding back the optimal charging strategy to the upper-layer planning model;
step six, the upper-layer planning model adjusts the electricity price scheme according to the information fed back by the lower-layer planning model and makes a new decision, whether the maximum iteration times are reached is judged, and if the maximum iteration times are reached, a global optimal solution of the double-layer planning model is output; otherwise, returning to the step three, and continuing the iteration until the maximum iteration times is reached.
2. The electric bus rapid charging station economic charging method based on double-layer planning as claimed in claim 1, wherein the service charge standard formulated in the first step comprises two kinds, respectively:
the first scheme is as follows: the service fee in the flat time period is taken as a fixed service fee, and the service fee in the peak time period and the valley time period is taken as:
Sp＝(1+kp)·Sl
St＝(1+kt)·Sl
in the formula Sp，Sl，StRespectively time-sharing service fees in peak-to-valley periods; k is a radical ofpA rate of change of service charge for a peak period; k is a radical oftThe rate of change of the service charge for the valley period;
scheme II: using a full-day fixed charging service fee scheme:
Sp＝Sl＝St。
3. the economic charging method for the electric bus rapid charging station based on the double-layer planning as claimed in claim 1, wherein the established upper-layer planning model is represented as:
maxIope＝Isell-Cbuy-Ccon
in the formula IopeOperatorThe operating year gain of (2); i issellAnnual electricity sales revenue collected from the operator to the public transport company; cbuyAnnual electricity purchase cost paid to the electric power company by the operator; cconEqual annual cost of investing the operator in the station.
4. The economic charging method for the electric bus quick-charging station based on the double-layer planning as claimed in claim 2, wherein the annual electricity-selling income collected by the operator to the bus company is calculated by the formula:
Figure RE-FDA0003383723170000021
in the formula, PiThe power consumption of the charging station at the ith time; siThe service fee is the service fee of the charging station at the ith time;
the annual electricity purchasing cost calculation formula paid to the power company by the operator is as follows:
Figure RE-FDA0003383723170000022
in the formula, CiThe time-of-use electricity price at the ith time in a certain area; ccapThe electricity fee is the demand;
the calculation formula of the equal annual value cost of investment and station building of the operator is as follows:
Ccon＝Cbui+Copm
in the formula, CbuiThe cost of one-time construction; copmWhich is the secondary operating cost.
5. The economic charging method for electric bus rapid charging station based on double-layer planning as claimed in claim 3, characterized in that the one-time construction cost CbuiThe method comprises the following steps: equal-year-value cost C for purchasing power station system equipment1subThe annual value charge C purchased by the charging system equipment1chaAnd the annual value charge C purchased by the monitoring system equipment1monAnd other costs C1elsThe calculation formula is as follows:
Figure RE-FDA0003383723170000023
wherein r is the discount rate; n is the operating life;
secondary operation cost CopmIncluding cost of labor C2wagAnd a device maintenance fee C2maiThe calculation formula is as follows:
Copm＝C2wag+C2mai。
6. the economic charging method for the electric bus rapid charging station based on the double-layer planning as claimed in claim 1 or 2, wherein the constraint conditions of the upper-layer planning model are as follows:
Cgbus≥Cebus
in the formula, CgbusThe use cost of the gas vehicle is reduced; cebusThe use cost of the pure electric bus is low;
wherein:
Cgbus＝Cbuyg+Ccomg+Crig
in the formula CbuygCost for purchasing cars; ccomgEnergy consumption cost; crigA cost for the right of business use;
Cebus＝Cbuye+Cchae-Cres
in the formula CbuyeCost for purchasing cars; cchaeCharging the electricity fee; cresThe electric bus is income for the residual value of the electric bus.
The residual income of the electric bus in the a year is calculated by adopting a double decreasing method, and the Y time limit of depreciation is reachedaTemporal electric bus residual income CresExpressed as:
Figure RE-FDA0003383723170000031
in the formula, CbatThe cost of the power battery of the pure electric vehicle is low.
7. The economic charging method for the electric bus quick charging station based on the double-layer planning as claimed in claim 1, wherein the third step is to establish a lower-layer planning model with the minimum daily charging cost of the electric bus charging station as a target, and the lower-layer planning model established in the third step is represented as:
Figure RE-FDA0003383723170000032
in the formula, CjThe time-of-use electricity price is obtained; pcThe rated charging power of the charger is set; xntThe charging state of the nth electric bus at the time t is shown, and the states of '0' and '1' respectively show that the electric bus is in an 'uncharged' state and a 'charged' state; Δ t represents the unit charging time of the electric bus, SjThe service fee at the jth charging station is N, which represents the total number of electric buses, and T, which represents 24 hours a day.
8. The economic charging method for the electric bus rapid charging station based on the double-layer planning as claimed in claim 1 or 6, wherein the constraint conditions of the lower-layer planning model are as follows:
(1) charging pile quantity constraint:
Figure RE-FDA0003383723170000041
(2) capacity constraint of a distribution transformer of a charging station:
Figure RE-FDA0003383723170000042
in the formula, PtIndicating the normal load of the regional charging station, PcFor rated charging power, X, of the chargerntThe charging state of the nth electric bus at the time t is obtained; sNRepresents the rated power of the transformer; mu is the sum of the transformerDetermining a power factor; beta is the load factor of the transformer;
(3) and (3) charge capacity constraint:
the electric bus stops for a time period T with the stopping frequency alphan(N is 1,2,3,4, …, N), wherein the time period of arrival of each bus is χnjAnd the outbound time period is psinj，1≤j≤αnWherein 1 is less than or equal to xnj，ψnjT is less than or equal to T, and in the time period of each stop of the electric bus, the percentage of the residual electric quantity of the bus leaving the charging station each time is not less than the average electric quantity consumed by the electric bus back and forth to the total electric quantity B of the batterym(m-1, 2,3,4, …, N) percent SOCaveAnd a remaining capacity percentage threshold SOCminAnd (c) the sum, i.e.:
Figure RE-FDA0003383723170000043
(4) state of charge continuity constraint:
the charging is continued for a charging period deltat,
Figure RE-FDA0003383723170000044
in the formula, SOCntThe residual electric quantity percentage of the nth electric bus at the time t is obtained;
(5) rapid charge continuity constraint:
(Yon,n(t-1)-Ton,n)(Xn,t-1-Xnt)≥0
in the formula, Yon,n(t-1)Continuously charging the nth electric bus for a time; t ison,nThe minimum charging time for the nth electric bus;
(6) and (3) restricting the bus operation mode:
Xnt＝0,n＝1,2,3,4,…,N
t∈{1,2,…,χn1-1}∪{ψn2,…,χn2-1}∪…∪{ψnt,…,288}
(7) supply and demand balance equality constraints:
Figure RE-FDA0003383723170000051
CN202110797973.2A 2021-07-15 2021-07-15 Electric bus rapid charging station economical charging method based on double-layer planning Pending CN113919966A (en)

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Application publication date: 20220111