CN115130721A - 一种能源与交通网耦合下电动汽车负荷聚合调控优化方法 - Google Patents

一种能源与交通网耦合下电动汽车负荷聚合调控优化方法 Download PDF

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CN115130721A
CN115130721A CN202210461445.4A CN202210461445A CN115130721A CN 115130721 A CN115130721 A CN 115130721A CN 202210461445 A CN202210461445 A CN 202210461445A CN 115130721 A CN115130721 A CN 115130721A
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张琳娟
郭璞
韩军伟
张平
彭晓峰
杨烨
张晓晴
郑征
卢丹
陈婧华
周志恒
尚姗姗
刘明光
刘敦楠
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State Grid Corp of China SGCC
North China Electric Power University
Economic and Technological Research Institute of State Grid Henan Electric Power Co Ltd
State Grid Electric Vehicle Service Co Ltd
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North China Electric Power University
Economic and Technological Research Institute of State Grid Henan Electric Power Co Ltd
State Grid Electric Vehicle Service Co Ltd
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Abstract

本发明公开了一种能源与交通网耦合下电动汽车负荷聚合调控优化方法,包括以下步骤:采集交通网络节点、交通网络路径长度、发电机组容量、用户行驶平均时间成本等数据,设置发电成本系数。计算电动汽车用户行驶和充电的时间成本、电力系统提供充电服务的供电成本。以降低电力系统提供充电服务的供电成本和用户的行驶充电过程中的时间成本为目标。基于能源与交通网耦合下的电动汽车负荷聚合调控优化模型,采用最短路径算法的求解各节点分布式电源出力和交通流分布。通过对电动汽车交通流的调控,可以有效改善交通网络中潮流的分布进而影响电动汽车充电需求的分布,改善电网潮流分布,促进新能源发电的消纳,提高整个系统的经济性。

Description

一种能源与交通网耦合下电动汽车负荷聚合调控优化方法
技术领域
本发明属于电力系统调度技术领域,尤其涉及一种能源与交通网耦合下电动汽车负荷聚合调控优化方法。
背景技术
电力生产和交通运输领域是温室气体的主要来源之一,实现节能减排和交通电气化,是关键措施。电动汽车的普及有利于实现交通电气化,电动汽车需要外部电源进行充电,其充电需求巨大,其运行决策不仅受城市复杂交通网络结构和道路车流量等路网信息的约束和影响,其充电需求与续航能力使电力系统也参与耦合。电力系统与交通网络之间的耦合将越来越紧密,这对电网的安全稳定运行来说,既是挑战也是机遇,庞大的充电需求及不协调的充电行为等恶劣的充电场景将严重冲击电网稳定性。
发明内容
针对背景技术中提到的电动汽车充电中存在的问题,本发明提出了一种能源与交通网耦合下电动汽车负荷聚合调控优化方法,充分考虑用户行驶和充电过程中的时间成本和电力系统提供充电服务的供电成本,以及交通网络约束、电力网络约束和两网融合约束,确定能源与交通网耦合下电动汽车负荷聚合调控优化方法。
一种能源与交通网耦合下电动汽车负荷聚合调控优化方法,所述方法具体包括以下步骤:
(1)采集交通网络节点、交通网络路径长度、发电机组容量、用户行驶平均时间成本等数据,设置发电成本系数。
(2)计算电动汽车用户行驶和充电的时间成本、电力系统提供充电服务的供电成本。
(3)以降低电力系统提供充电服务的供电成本和用户的行驶充电过程中的时间成本为目标,考虑交通网络约束、电网约束和两网耦合约束,建立能源与交通网耦合下的电动汽车负荷聚合调控优化模型。
(4)基于能源与交通网耦合下的电动汽车负荷聚合调控优化模型,采用最短路径算法的求解各节点分布式电源出力和交通流分布。
有益效果:本发明提出的能源与交通网耦合下电动汽车负荷聚合调控优化方法通过对电动汽车交通流的调控,可以有效改善交通网络中潮流的分布进而影响电动汽车充电需求的分布,改善电网潮流分布,促进新能源发电的消纳,提高整个系统的经济性。
附图说明
图1是25节点的交通网络图;
图2是两种场景下的潮流分布;
图3是本发明提供的能源与交通网耦合下电动汽车负荷聚合调控优化方法流程图;
具体实施方式
下面结合附图,对优选实施例作详细说明。应该强调的是下述说明仅仅是示例性的,而不是为了限制本发明的范围及其应用。
本发明的具体步骤如下:
(1)采集交通网络节点、交通网络路径长度、发电机组容量、用户行驶平均时间成本等数据,设置发电成本系数。
(2)计算电动汽车用户在某一条路径g上行驶和充电的时间成本:
Figure RE-GDA0003806490520000021
其中,
Figure RE-GDA0003806490520000022
为行驶过程中产生的时间成本,
Figure RE-GDA0003806490520000023
为充电过程中产生的时间成本。ct为单位时间成本,
Figure RE-GDA0003806490520000031
为路段长度,vdrive为行驶速度,ζ为电动汽车能效系数,pspot为电动汽车在充电站内的额定充电功率,Ag为路径g对应的所有路段集合。
(2)计算电力系统提供充电服务的供电成本:
Figure RE-GDA0003806490520000032
其中,Q和C分别为相应成本的二次、一次系数,可根据经验人为选取,qi为节点i每小时分布式电源发电(或向上级电网购电的)电量,M为交通网络节点数量。
(4)以降低电力系统提供充电服务的供电成本和用户的行驶充电过程中的时间成本为目标,考虑交通网络约束、电网约束和两网耦合约束,建立能源与交通网耦合下的电动汽车负荷聚合调控优化模型。
Figure RE-GDA0003806490520000033
其中,Lg为路段g的长度。
(5)计算交通网中电动汽车的充电需求,交通网络约束包括交通流量平衡约束与交通流量非负约束:
Figure RE-GDA0003806490520000034
Figure RE-GDA0003806490520000041
其中,(o,d)为交通网络中从节点o到节点d间所有路径集合,(i,j)表示电动汽车在交通网络中从节点i行驶到节点j,λg是交通网络中路径g对应的交通流量需求;λg,ij是路径g对应的交通流量通过路段(i,j)的部分。
电力网络安全运行约束:
Figure RE-GDA0003806490520000042
Figure RE-GDA0003806490520000043
Figure RE-GDA0003806490520000044
Figure RE-GDA0003806490520000045
Figure RE-GDA0003806490520000046
式中:rij和xij分别为节点i到节点j支路的电阻与电抗值,
Figure RE-GDA0003806490520000047
Figure RE-GDA0003806490520000048
分别为t时刻节点i到节点j支路的有功和无功潮流,
Figure RE-GDA0003806490520000049
分别为t时刻节点j到节点j′支路的有功和无功潮流,
Figure RE-GDA0003806490520000051
分别为节点i处电动汽车有功充电功率和电动汽车充电负荷网侧无功功率,Ui,t Uj,t分别为t时刻节点i和节点j的电压幅值,
Figure RE-GDA0003806490520000052
Figure RE-GDA0003806490520000053
分别为t时刻节点j处的有功与无功基础负荷,
Figure RE-GDA0003806490520000054
Figure RE-GDA0003806490520000055
为t时刻节点j处分布式电源的有功与无功实际出力,
Figure RE-GDA0003806490520000056
为t时刻节点j处的无功补偿功率。
两网耦合约束:
Figure RE-GDA0003806490520000057
其中,
Figure RE-GDA0003806490520000058
为交通网路径g节点上电动汽车调度小时内平均充电需求,
Figure RE-GDA0003806490520000059
为相应电网节点的充电需求。
(6)基于上述能源与交通网耦合下的电动汽车负荷聚合调控优化模型,采用最短路径算法的求解各节点分布式电源出力和交通流分布等。
以上所述,仅为本发明较佳的具体实施方式,但本发明的保护范围并不局限于此,任何熟悉本技术领域的技术人员在本发明揭露的技术范围内,可轻易想到的变化或替换,都应涵盖在本发明的保护范围之内。因此,本发明的保护范围应该以权利要求的保护范围为准。
具体事例:
以一个25节点的交通网络和一个14节点的110kV高压配电网组成的耦合系统为例,模拟仿真能源与交通网耦合下的电动汽车聚合调控优化。25节点的交通网络图如图1所示。假设节点6、节点7配建有传统的分布式发电机,容量均为0.1p.u.;节点10、11、12、13处均配建有新能源分布式发电机,容量均为0.2p.u.;其他节点不安装发电机组。假设传统分布式发电机发电成本的一次、二次系数分别为0.3$/MW2h,150$/MWh;分布式新能源发电成本假设为0$/MWh;系统向上级电网协议购电成本的一次、二次系数分别为 0$/MWh,140$/MWh。假设电动汽车用户的时间成本为5$/h。由于交通流调度算法是在线运行,此处仅采用高峰时段作为示例,假设电动汽车交通流为 2500辆/小时,分布式新能源能够以额定出力发电。如图1 25节点的交通网络图。
设置两种场景:场景1假设电动汽车不接受调度中心调控,且电动汽车在不同节点处充电的价格均相同(即电网运行条件对电动汽车出行没有任何影响),电动汽车会选择最短路径行驶并充电;场景2采用本发明所提出的调度算法对交通流进行调度,电动汽车选择调度中心给出的指导路径行驶。
两种场景下系统的成本、发购电情况如表1所示
表1两种场景下系统的成本与发购电电量
Figure RE-GDA0003806490520000061
由表1可看出,相比于场景1,场景2新能源发电的出力增加了16.82%,而传统分布式发电机组出力和协议购电总量分别降低了49.16%、53.19%。相应地,系统的总发购电成本降低了51.88%。
两种场景下协议购电和各个分布式电源节点的出力如表2所示。两种场景下潮流的分布情况如图2所示,图中每条配网支路上的小数为其有功潮流与支路容量的比值。图中潮流的正方向为从根节点出发到达末端节点的方向。
表2两种场景下场景协议购电和各分布式电源节点的出力
Figure RE-GDA0003806490520000062
Figure RE-GDA0003806490520000071
基于本发明提供的能源与交通网耦合下电动汽车负荷聚合调控优化方法,相比于场景1,场景2新能源发电的出力增加了16.82%,而传统分布式发电机组出力和协议购电总量分别降低了49.16%、53.19%,相应地系统的总发购电成本降低了51.88%。通过调度降低发购电成本和新能源消纳水平的同时,适当增加了电动汽车车主的时间成本。相比于最短路径行驶时,经过交通流调度,电动汽车总的行驶时间成本增加了1.19%,总充电时间成本增加了 1.22%。经过交通流调控,在牺牲一定的出行效率的代价下,大幅降低了系统的发购电成本,提高了新能源消纳水平,并使得总成本降低了2.03%。
可以看出,本发明提出的能源与交通网耦合下电动汽车负荷聚合调控优化方法通过对电动汽车交通流的调控,可以有效改善交通网络中潮流的分布进而影响电动汽车充电需求的分布,改善电网潮流分布,促进新能源发电的消纳,提高整个系统的经济性。

Claims (7)

1.一种能源与交通网耦合下电动汽车负荷聚合调控优化方法,其特征在于,所述方法具体包括以下步骤:
(1)采集交通网络节点、交通网络路径长度、发电机组容量、用户行驶平均时间成本等数据,设置发电成本系数;
(2)计算电动汽车用户行驶和充电的时间成本、电力系统提供充电服务的供电成本;
(3)以降低电力系统提供充电服务的供电成本和用户的行驶充电过程中的时间成本为目标,考虑交通网络约束、电网约束和两网耦合约束,建立能源与交通网耦合下的电动汽车负荷聚合调控优化模型;
(4)基于能源与交通网耦合下的电动汽车负荷聚合调控优化模型,采用最短路径算法的求解各节点分布式电源出力和交通流分布。
2.根据权利要求1所述的一种能源与交通网耦合下电动汽车负荷聚合调控优化方法,其特征在于:采集交通网络节点、交通网络路径长度、发电机组容量、用户行驶平均时间成本等数据,设置发电成本系数。
3.根据权利要求1所述的一种能源与交通网耦合下电动汽车负荷聚合调控优化方法,其特征在于:计算电动汽车用户在某一条路径g上行驶和充电的时间成本:
Figure RE-FDA0003806490510000011
其中,
Figure RE-FDA0003806490510000012
为行驶过程中产生的时间成本,
Figure RE-FDA0003806490510000013
为充电过程中产生的时间成本;ct为单位时间成本,
Figure RE-FDA0003806490510000014
为路段长度,vdrive为行驶速度,ζ为电动汽车能效系数,pspot为电动汽车在充电站内的额定充电功率,Ag为路径g对应的所有路段集合。
4.根据权利要求1所述的一种能源与交通网耦合下电动汽车负荷聚合调控优化方法,其特征在于:计算电力系统提供充电服务的供电成本:
Figure RE-FDA0003806490510000021
其中,Q和C分别为相应成本的二次、一次系数,可根据经验人为选取,qi为节点i每小时分布式电源发电(或向上级电网购电的)电量,M为交通网络节点数量。
5.根据权利要求1所述的一种能源与交通网耦合下电动汽车负荷聚合调控优化方法,其特征在于:以降低电力系统提供充电服务的供电成本和用户的行驶充电过程中的时间成本为目标,考虑交通网络约束、电网约束和两网耦合约束,建立能源与交通网耦合下的电动汽车负荷聚合调控优化模型;
Figure RE-FDA0003806490510000022
其中,Lg为路段g的长度。
6.根据权利要求1所述的一种能源与交通网耦合下电动汽车负荷聚合调控优化方法,其特征在于:计算交通网中电动汽车的充电需求,交通网络约束包括交通流量平衡约束与交通流量非负约束:
Figure RE-FDA0003806490510000023
Figure RE-FDA0003806490510000024
其中,(o,d)为交通网络中从节点o到节点d间所有路径集合,(i,j)表示电动汽车在交通网络中从节点i行驶到节点j,λg是交通网络中路径g对应的交通流量需求;λg,ij是路径g对应的交通流量通过路段(i,j)的部分;
电力网络安全运行约束:
Figure RE-FDA0003806490510000031
Figure RE-FDA0003806490510000032
Figure RE-FDA0003806490510000033
Figure RE-FDA0003806490510000034
Figure RE-FDA0003806490510000035
式中:rij和xij分别为节点i到节点j支路的电阻与电抗值,
Figure RE-FDA0003806490510000036
Figure RE-FDA0003806490510000037
分别为t时刻节点i到节点j支路的有功和无功潮流,
Figure RE-FDA0003806490510000038
分别为t时刻节点j到节点j′支路的有功和无功潮流,
Figure RE-FDA0003806490510000039
分别为节点i处电动汽车有功充电功率和电动汽车充电负荷网侧无功功率,Ui,t Uj,t分别为t时刻节点i和节点j的电压幅值,
Figure RE-FDA0003806490510000041
Figure RE-FDA0003806490510000042
分别为t时刻节点j处的有功与无功基础负荷,
Figure RE-FDA0003806490510000043
Figure RE-FDA0003806490510000044
为t时刻节点j处分布式电源的有功与无功实际出力,
Figure RE-FDA0003806490510000045
为t时刻节点j处的无功补偿功率;
两网耦合约束:
Figure RE-FDA0003806490510000046
其中,
Figure RE-FDA0003806490510000047
为交通网路径g节点上电动汽车调度小时内平均充电需求,
Figure RE-FDA0003806490510000048
为相应电网节点的充电需求。
7.根据权利要求1所述的一种能源与交通网耦合下电动汽车负荷聚合调控优化方法,其特征在于:基于上述能源与交通网耦合下的电动汽车负荷聚合调控优化模型,采用最短路径算法的求解各节点分布式电源出力和交通流分布等。
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CN115409294A (zh) * 2022-11-01 2022-11-29 江西江投电力技术与试验研究有限公司 一种配电网调度与充电协同的鲁棒优化方法

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