CN116845947A - Method, device, storage medium and equipment for controlling charge and discharge load of electric vehicle - Google Patents
Method, device, storage medium and equipment for controlling charge and discharge load of electric vehicle Download PDFInfo
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- 238000000034 method Methods 0.000 title claims abstract description 71
- 230000001360 synchronised effect Effects 0.000 claims abstract description 124
- 230000002457 bidirectional effect Effects 0.000 claims abstract description 41
- 230000007246 mechanism Effects 0.000 claims abstract description 21
- 238000004088 simulation Methods 0.000 claims description 23
- 238000013016 damping Methods 0.000 claims description 20
- 239000013598 vector Substances 0.000 claims description 11
- 238000004590 computer program Methods 0.000 claims description 10
- 230000005284 excitation Effects 0.000 claims description 8
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- 239000003990 capacitor Substances 0.000 description 2
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Classifications
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- 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
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- 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
- H02J3/38—Arrangements for parallely feeding a single network by two or more generators, converters or transformers
- H02J3/381—Dispersed generators
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- 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
- H02J2300/00—Systems for supplying or distributing electric power characterised by decentralized, dispersed, or local generation
- H02J2300/20—The dispersed energy generation being of renewable origin
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- 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
- H02J2300/00—Systems for supplying or distributing electric power characterised by decentralized, dispersed, or local generation
- H02J2300/20—The dispersed energy generation being of renewable origin
- H02J2300/22—The renewable source being solar energy
- H02J2300/24—The renewable source being solar energy of photovoltaic origin
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- 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
- H02J2300/00—Systems for supplying or distributing electric power characterised by decentralized, dispersed, or local generation
- H02J2300/20—The dispersed energy generation being of renewable origin
- H02J2300/28—The renewable source being wind energy
Abstract
The present disclosure relates to a control method, apparatus, storage medium, and device for charge and discharge load of an electric vehicle. The method comprises the following steps: load virtual synchronous machine control is carried out on an alternating current interface of the charge and discharge load of the electric vehicle so as to realize that the charge and discharge load of the electric vehicle is equivalent to a traditional synchronous motor/generator in terms of operation mechanism and external characteristics; and carrying out bidirectional power control on the direct current interface of the charge-discharge load of the electric vehicle so as to realize voltage and frequency support of a power grid. The embodiment of the disclosure can make the charge and discharge load of the electric vehicle equivalent to that of the traditional synchronous motor/generator in terms of operation mechanism and external characteristics, and support the safe and stable operation of a power grid.
Description
Technical Field
The disclosure belongs to the technical field of electrical equipment, and in particular relates to a control method, a device, a storage medium and equipment for charge and discharge loads of an electric vehicle.
Background
With the rapid development of large-scale new energy power generation, long-distance power transmission, alternating current transmission, bidirectional loads represented by electric vehicles and other applications, the penetration level of power electronic conversion equipment in a power system is continuously improved by the flexibility of the power electronic conversion equipment in terms of electric energy conversion, and the safety and stability operation of the traditional power system are greatly challenged.
A large amount of small-inertia, quick and high-frequency power electronic equipment is connected into a large-inertia and power frequency power system, so that a power grid is gradually developed into a low-inertia and underdamped network, and the stability of the power system is seriously damaged.
Disclosure of Invention
Based on the above problems, the present disclosure provides a method, an apparatus, a storage medium, and a device for controlling charge and discharge loads of an electric vehicle. The charging and discharging load of the electric vehicle can be equivalent to that of a traditional synchronous motor/generator in terms of operation mechanism and external characteristics, and the electric network is supported to run safely and stably.
In order to achieve the above object, according to a first aspect of the embodiments of the present disclosure, there is provided a control method of charge-discharge load of an electric vehicle, the method including:
load virtual synchronous machine control is carried out on an alternating current interface of the charge and discharge load of the electric vehicle so as to realize that the charge and discharge load of the electric vehicle is equivalent to a traditional synchronous motor/generator in terms of operation mechanism and external characteristics;
and carrying out bidirectional power control on the direct current interface of the charge-discharge load of the electric vehicle so as to realize voltage and frequency support of a power grid.
Optionally, the load virtual synchronous machine control on the ac interface of the electric vehicle charge-discharge load to realize the equivalent of the electric vehicle charge-discharge load to the traditional synchronous motor/generator in terms of operation mechanism and external characteristics includes:
Acquiring a bidirectional charge/discharge circuit model of the charge/discharge load of the electric vehicle;
and controlling the AC/DC converter of the circuit model by adopting a load virtual synchronous machine control module.
Optionally, the controlling the AC/DC converter of the circuit model by using the load virtual synchronous machine control module includes:
establishing a virtual synchronous control equation of a load virtual synchronous machine control module of the AC/DC converter;
and establishing a control model of the load virtual synchronous machine control module according to the virtual synchronous control equation.
Optionally, the establishing a virtual synchronization control equation of a load virtual synchronization machine control module of the AC/DC converter includes:
e＝M f i f ωA equation 2
T e ＝M f i f <i,A>Equation 3
Q＝-M f i f ω<i,B>Equation 4
Wherein a= [ sin θ, sin (θ -2pi/3), sin θ (θ+2pi/3) ] T, b= [ cos θ, cos (θ -2pi/3), cos θ (θ+2pi/3) ] T < > represents dot product operation, J is virtual inertia, te is virtual electromagnetic torque, tm is virtual mechanical torque, kd is virtual damping coefficient, ωn is reference angular frequency of the power grid (ωn=2pi fn), ω is angular frequency of the load virtual synchronous machine, e= [ ea, eb, ec ] T and i= [ ia, ib, ic ] T are vectors composed of three-phase electromotive force and three-phase current of the load virtual synchronous machine, mf is mutual inductance between stator and rotor of the load virtual synchronous machine, if is virtual exciting current, θ is virtual rotor electrical angle, Q is reactive input of the load virtual synchronous machine, and T represents vector transposition.
Optionally, the establishing a control model of the load virtual synchronous machine control module according to the virtual synchronous control equation includes:
establishing an inertia damping model to simulate the mechanical characteristics of the load virtual synchronous machine;
and building a reactive voltage droop control model to simulate the excitation characteristics of the load virtual synchronous machine.
Optionally, the establishing an inertia damping model to simulate the mechanical characteristics of the load virtual synchronous machine includes: outputting, by the dc bus voltage regulator, an analog mechanical torque, the analog mechanical torque being derived from the following formula:
wherein Tm is an analog mechanical torque, kpdc and Kidc are respectively proportional and integral coefficients of the voltage regulator of the inertia damping model, vdcset is a direct current bus voltage reference value, vdc is a direct current bus voltage value, s is a laplace operator, s=jω0, j is an imaginary unit, and ω0 is a power frequency angular frequency.
Optionally, the building the reactive voltage droop control model to simulate the excitation characteristics of the load virtual synchronous machine includes: the droop coefficient of the reactive voltage droop control model is obtained by the following formula:
wherein Dq is a voltage sag coefficient, Δq is a reactive power variation, Δv is a voltage variation of a power grid public node, vn is a voltage reference value of the power grid public node, and V is a voltage value of the power grid public node.
Optionally, the bidirectional power control of the dc interface of the charge-discharge load of the electric vehicle to realize voltage and frequency support of the power grid includes:
and a bidirectional power control module is adopted to control the DC/DC converter of the circuit model.
Optionally, the controlling the DC/DC converter of the circuit model with a bidirectional power control module includes:
and tracking the charge/discharge power reference value of the charge/discharge of the electric vehicle by adopting a control mode of a power open loop and a current closed loop so as to realize control of the bidirectional flow of power.
Optionally, the method further comprises:
based on a MATLAB/Simulink simulation platform, a micro-grid model comprising the charge and discharge loads of the electric vehicle is constructed, and the AC/DC interface control simulation of the charge and discharge of the electric vehicle based on the load virtual synchronous machine is performed through two modes of grid-connected operation and isolated operation.
According to a second aspect of the embodiments of the present disclosure, there is provided a control device of a charge-discharge load of an electric vehicle, the control device including:
the first control module is used for controlling the load virtual synchronous machine of the alternating current interface of the charge-discharge load of the electric vehicle so as to realize that the charge-discharge load of the electric vehicle is equivalent to the traditional synchronous motor/generator in terms of operation mechanism and external characteristics;
And the second control module is used for carrying out bidirectional power control on the direct current interface of the charge-discharge load of the electric vehicle so as to realize voltage and frequency support of a power grid.
According to a third aspect of embodiments of the present disclosure, there is provided a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the method of any of the first aspects.
According to a fourth aspect of embodiments of the present disclosure, there is provided an electronic device, comprising:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to implement the steps of the method of any of the first aspects.
In summary, an embodiment of the present disclosure provides a method for controlling a charge-discharge load of an electric vehicle, where the method includes: load virtual synchronous machine control is carried out on an alternating current interface of the charge and discharge load of the electric vehicle so as to realize that the charge and discharge load of the electric vehicle is equivalent to a traditional synchronous motor/generator in terms of operation mechanism and external characteristics; and carrying out bidirectional power control on the direct current interface of the charge-discharge load of the electric vehicle so as to realize voltage and frequency support of a power grid. The embodiment of the disclosure can make the charge and discharge load of the electric vehicle equivalent to that of the traditional synchronous motor/generator in terms of operation mechanism and external characteristics, and support the safe and stable operation of a power grid.
Drawings
For a clearer description of embodiments of the present disclosure, reference will be made to the accompanying drawings, which are needed for the embodiments, for a brief description, it being understood that the drawings only illustrate certain embodiments of the present disclosure and therefore should not be taken as limiting the scope, other related drawings being available to those of ordinary skill in the art without undue effort from the accompanying drawings.
Fig. 1 is a flowchart illustrating a control method of a charge-discharge load of an electric vehicle according to an exemplary embodiment;
fig. 1a is a schematic diagram of a bidirectional charge/discharge circuit of an electric vehicle charge/discharge load and a control structure thereof according to an exemplary embodiment;
fig. 2 is a flowchart illustrating a control method of a charge-discharge load of an electric vehicle according to an exemplary embodiment;
fig. 3 is a flowchart illustrating a control method of a charge-discharge load of an electric vehicle according to an exemplary embodiment;
fig. 4 is a flowchart illustrating a control method of a charge-discharge load of an electric vehicle according to an exemplary embodiment;
FIG. 4a is a control model schematic diagram of a load virtual synchro-machine control module of an electric vehicle charge-discharge load, according to an example embodiment;
Fig. 5 is a flowchart illustrating a control method of a charge-discharge load of an electric vehicle according to an exemplary embodiment;
fig. 6 is a flowchart illustrating a control method of charge and discharge load of an electric vehicle according to an exemplary embodiment;
FIG. 6a is a control model schematic diagram of a bi-directional power control module for an electric vehicle charge-discharge load, according to an exemplary embodiment;
fig. 7 is a flowchart illustrating a control method of charge and discharge load of an electric vehicle according to an exemplary embodiment;
FIG. 7a is a schematic diagram of a micro-grid model including an electric vehicle charge-discharge load, according to an example embodiment;
FIG. 7b is a schematic diagram illustrating an electric vehicle charging power and its reference values, according to an exemplary embodiment;
FIG. 7c is a schematic diagram of active power flowing into an AC/DC converter, according to an exemplary embodiment;
FIG. 7d is a schematic diagram showing a change in micro-grid frequency as an electric vehicle charging power changes, according to an example embodiment;
FIG. 7e is a schematic diagram of a variation in micro-grid frequency at the time of a conventional normal load variation, according to an exemplary embodiment;
fig. 8 is a block diagram illustrating a control apparatus 800 of an electric vehicle charge-discharge load according to an exemplary embodiment;
Fig. 9 is a block diagram of an electronic device 900, according to an example embodiment.
Detailed Description
In order to clearly illustrate the technical features of the present solution, the present disclosure is described in detail below by way of specific embodiments and with reference to the accompanying drawings.
Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While certain embodiments of the present disclosure have been shown in the accompanying drawings, it is to be understood that the present disclosure may be embodied in various forms and should not be construed as limited to the embodiments set forth herein, but are provided to provide a more thorough and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are for illustration purposes only and are not intended to limit the scope of the present disclosure.
It should be understood that the various steps recited in the method embodiments of the present disclosure may be performed in a different order and/or performed in parallel. Furthermore, method embodiments may include additional steps and/or omit performing the illustrated steps. The scope of the present disclosure is not limited in this respect.
The term "including" and variations thereof as used herein are intended to be open-ended, i.e., including, but not limited to. The term "based on" is based at least in part on. The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments. Related definitions of other terms will be given in the description below.
It should be noted that the terms "first," "second," and the like in this disclosure are merely used to distinguish between different devices, modules, or units and are not used to define an order or interdependence of functions performed by the devices, modules, or units.
It should be noted that references to "one", "a plurality" and "a plurality" in this disclosure are intended to be illustrative rather than limiting, and those of ordinary skill in the art will appreciate that "one or more" is intended to be understood as "one or more" unless the context clearly indicates otherwise. In the description of the present disclosure, unless otherwise indicated, "a plurality" means two or more than two, and other adjectives are similar thereto; "at least one item", "an item" or "a plurality of items" or the like, refer to any combination of these items, including any combination of single item(s) or plural items(s). For example, at least one (a) may represent any number a; as another example, one (or more) of a, b, and c may represent: a, b, c, a-b, a-c, b-c, or a-b-c, wherein a, b, c may be single or plural; "and/or" is an association relationship describing an association object, meaning that there may be three relationships, e.g., a and/or B, which may represent: there are three cases, a alone, a and B together, and B alone, wherein a, B may be singular or plural.
Although operations or steps are described in a particular order in the figures in the disclosed embodiments, it should not be understood as requiring that such operations or steps be performed in the particular order shown or in sequential order, or that all illustrated operations or steps be performed, to achieve desirable results. In embodiments of the present disclosure, these operations or steps may be performed serially; these operations or steps may also be performed in parallel; some of these operations or steps may also be performed.
Meanwhile, it can be understood that the data (including but not limited to the data itself, the acquisition or the use of the data) related to the technical scheme should conform to the requirements of the corresponding laws and regulations and related regulations. The present disclosure is described below in connection with specific embodiments.
First, an application scenario of the present disclosure will be described. In the future, the permeability of new energy power generation in the power grid is continuously improved, and a power system can encounter a more serious stability problem, so that the problem is quite important to solve from the source. In order to solve the above problems, researchers worldwide have struggled to find suitable power electronic converter control methods to improve the stability of the power system. The control of power electronic converters to have the dynamics of a conventional synchronous machine, known as virtual synchronous machines, is a promising approach. At the same time, demand response can play an important role in the power system voltage and frequency regulation process. In the future, most of loads are connected to a power grid, such as an electric vehicle, through a power electronic converter. The working mode of the synchronous inverter is slightly changed to enable the synchronous inverter to work in a rectifying mode and be used for controlling the controllable load converter of the electric vehicle, so that the synchronous inverter becomes a unified interface of a smart grid, the load of the electric vehicle is equivalent to a traditional synchronous generator in terms of operation mechanism and external characteristics, and the power grid is supported to safely and stably operate.
The bidirectional charging/discharging device of the electric vehicle is controlled by adopting a load virtual synchronous machine control technology, an alternating current interface and a direct current interface of the charging device are required to be controlled respectively, an alternating current interface connected with a power grid in the control method adopts an LVSM (load virtual synchronous machine, loadVirtual Synchronous Machine, LVSM) control technology, so that the current distortion of the grid connection point is small, necessary voltage and frequency support can be provided for the power grid, and the system stability is improved. The direct current interface connected with the electric vehicle adopts an isolated DC/DC conversion circuit, so that the electric isolation between the direct current interface and a power grid can be effectively realized, and the reliability of the system is improved.
Fig. 1 is a flowchart illustrating a control method of charge and discharge load of an electric vehicle according to an exemplary embodiment. As shown in fig. 1, an embodiment of the present disclosure provides a method for controlling a charge-discharge load of an electric vehicle, which may include the following steps:
in step S10, load virtual synchronous machine control is performed on the ac interface of the electric vehicle charge-discharge load to achieve that the electric vehicle charge-discharge load is equivalent to a conventional synchronous motor/generator in terms of operation mechanism and external characteristics.
In this step, as shown in fig. 1a, a typical power converter circuit model of an electric vehicle load bidirectional charge/discharge machine is established, which comprises a front-stage Pulse Width Modulation (PWM) rectifier (AC/DC converter) and its associated LC filter and a rear-stage Buck-Boost direct current conversion circuit (DC/DC converter). And establishing a virtual synchronous control equation of an alternating current interface control module of the electric vehicle load AC/DC converter LVSM. Equivalent ac interface LC filter impedances Rs and Ls in fig. 1a as synchronous machine stator impedances; equivalent the three-phase voltages ea, eb, ec of the AC/DC converter on the AC side to the electromotive force of the motor; the capacitor end voltages Va, vb and Vc of the LC filter are equivalent to the three-phase end voltages of the motor stator; the ac side inflow currents ia, ib, ic are equivalent to three-phase currents flowing into the stator of the synchronous machine from the power grid. Thus, the AC/DC converter is equivalent to a synchronous motor, and if the current direction is reversed, the AC/DC converter can be equivalent to a synchronous generator.
In step S20, bidirectional power control is performed on the dc interface of the charge-discharge load of the electric vehicle, so as to support the voltage and frequency of the power grid.
In this step, the control of the current flowing from the grid side to the power battery can realize the equivalent of the AC/DC converter as a synchronous motor, so that the power battery absorbs power from the grid side and has the characteristics of a motor, inertia and damping, and thus the stability of the grid can be maintained. If the control current flows from the power battery to the power grid side, the AC/DC converter can be equivalent to a synchronous generator, so that the power battery can supply power to the power grid side to realize voltage and frequency support on the power grid side, and the stability of the power grid is maintained.
In summary, an embodiment of the present disclosure provides a method for controlling a charge-discharge load of an electric vehicle, where the method includes: load virtual synchronous machine control is carried out on an alternating current interface of the charge and discharge load of the electric vehicle so as to realize that the charge and discharge load of the electric vehicle is equivalent to a traditional synchronous motor/generator in terms of operation mechanism and external characteristics; and carrying out bidirectional power control on the direct current interface of the charge-discharge load of the electric vehicle so as to realize voltage and frequency support of a power grid. The embodiment of the disclosure can make the charge and discharge load of the electric vehicle equivalent to that of the traditional synchronous motor/generator in terms of operation mechanism and external characteristics, and support the safe and stable operation of a power grid.
Fig. 2 is a flowchart illustrating a control method of charge and discharge load of an electric vehicle according to an exemplary embodiment. As shown in fig. 2, the load virtual synchronous machine control on the ac interface of the electric vehicle charge-discharge load to realize the equivalence of the electric vehicle charge-discharge load with the conventional synchronous motor/generator in terms of operation mechanism and external characteristics may include the following steps:
in step S101, a bidirectional charge/discharge circuit model of the electric vehicle charge/discharge load is acquired.
In this step, a bidirectional charge/discharge circuit model of the charge/discharge load of the electric vehicle is established, and as shown in fig. 1a, the bidirectional charge/discharge route of the charge/discharge load of the electric vehicle is composed of two stages of power conversion circuits, including a front stage Pulse Width Modulation (PWM) rectifier (AC/DC converter) and its matching LC filter, and a rear stage Buck-Boost direct current conversion circuit (DC/DC converter), the two stages of circuits being connected by a direct current bus. In the figure: vga, vgb, vgc are grid side three-phase voltages; lg and Rg are the inductance and resistance of the power grid side respectively; rs, ls, C constitute LC filters; ea, eb, ec is the AC side three-phase voltage of the AC/DC converter, and may be expressed as eabc; va, vb and Vc are voltages of capacitor ends of the LC filter; ia, ib, ic is the ac side inflow current; vdc is the dc bus voltage; vd is the DC/DC converter low side voltage. Q1-Q6 are IGBT, form the AC/DC converter power conversion device, Q7-Q8 are IGBT, form DC/DC converter power conversion device. D is the duty cycle output by the bidirectional power control module; SVPWM stands for space vector pulse width modulation.
In step S102, the AC/DC converter of the circuit model is controlled by a load virtual synchronous machine control module.
In this step, as shown in fig. 1a, the load virtual synchronous machine control module outputs a vector PWM control signal to control the on-off of the Q1-Q6 and six IGBTs of the AC/DC converter, thereby completing the AC-DC conversion. Or vice versa, direct current to alternating current conversion is accomplished.
Fig. 3 is a flowchart illustrating a control method of charge and discharge load of an electric vehicle according to an exemplary embodiment. As shown in fig. 3, the control of the AC/DC converter using the load virtual synchronous machine control module may include the following steps:
in step S1021, a virtual synchronization control equation of a load virtual synchronous machine control module of the AC/DC converter is established.
In this step, the virtual synchronization control equation of the load virtual synchronous machine control module of the AC/DC converter may be expressed as the following 4 formulas:
e＝M f i f ωA equation 2
T e ＝M f i f <i,A>Equation 3
Q＝-M f i f ω<i,B>Equation 4
Wherein a= [ sin θ, sin (θ -2pi/3), sin θ (θ+2pi/3) ] T, b= [ cos θ, cos (θ -2pi/3), cos θ (θ+2pi/3) ] T < > represents dot product operation, J is virtual inertia, te is virtual electromagnetic torque, tm is virtual mechanical torque, kd is virtual damping coefficient, ωn is reference angular frequency of the power grid (ωn=2pi fn), ω is angular frequency of the load virtual synchronous machine, e= [ ea, eb, ec ] T and i= [ ia, ib, ic ] T are vectors composed of three-phase electromotive force and three-phase current of the load virtual synchronous machine, mf is mutual inductance between stator and rotor of the load virtual synchronous machine, if is virtual exciting current, θ is virtual rotor electrical angle, Q is reactive input of the load virtual synchronous machine, and T represents vector transposition.
In step S1022, a control model of the load virtual synchronous machine control module is established according to the virtual synchronous control equation.
In this step, a control model of the load virtual synchronous machine control module is established according to the virtual synchronous control equation, and the control model of the load virtual synchronous machine control module may include an inertia damping model and a reactive voltage droop control model.
Fig. 4 is a flowchart illustrating a control method of charge and discharge load of an electric vehicle according to an exemplary embodiment. As shown in fig. 4, the establishing a control model of the load virtual synchronous machine control module according to the virtual synchronous control equation may include the following steps:
in step S10221, an inertia damping model is built to simulate the mechanical characteristics of the load virtual synchronous machine.
In this step, an inertia damping model is built to simulate the mechanical characteristics of the load virtual synchronous machine, as shown in fig. 4a, the difference between the dc bus voltage reference value Vdcset and the dc bus voltage value Vdc is used as the input of the dc bus voltage regulator PI, the simulated mechanical torque Tm is output by the dc bus voltage regulator PI, and the simulated mechanical torque Tm is obtained by the following formula:
Wherein Tm is an analog mechanical torque, kpdc and Kidc are respectively proportional and integral coefficients of the voltage regulator of the inertia damping model, vdcset is a direct current bus voltage reference value, vdc is a direct current bus voltage value, s is a laplace operator, s=jω0, j is an imaginary unit, and ω0 is a power frequency angular frequency.
The inertia damping model reflects the mechanical properties of the LVSM and is implemented based on equation 1. The output is the simulated virtual rotor electrical angle θ.
In step S10222, a reactive voltage droop control model is built to simulate the excitation characteristics of the load virtual synchronous machine.
In this step, a reactive voltage droop control model is built for simulating the excitation characteristics of the load virtual synchronous machine. As shown in fig. 4a, the difference between the voltage reference value Vn of the grid public node PCC (not shown in the figure) and the voltage value V of the grid public node is subtracted from the difference between the LVSM reactive power reference value Qset and the reactive power value Q through reactive voltage droop control (the voltage droop coefficient is Dq), and the product Mf if of the mutual inductance Mf between the stator and the rotor of the load virtual synchronous machine and the virtual exciting current if is output through an integration link with a gain of 1/K, where K is an integration coefficient. In the figure, dq is a voltage droop coefficient and is defined as the ratio of the reactive power variation delta Q to the voltage variation delta V at the public node end of the power grid. The droop coefficient of the reactive voltage droop control model is obtained by the following formula:
Wherein Dq is a voltage sag coefficient, Δq is a reactive power variation, Δv is a voltage variation of a power grid public node, vn is a voltage reference value of the power grid public node, and V is a voltage value of the power grid public node.
Fig. 5 is a flowchart illustrating a control method of charge and discharge load of an electric vehicle according to an exemplary embodiment. As shown in fig. 5, the bidirectional power control of the dc interface of the charge-discharge load of the electric vehicle to realize the voltage and frequency support of the power grid may include the following steps:
in step S201, a bidirectional power control module is used to control the DC/DC converter of the circuit model.
In this step, as shown in fig. 1a, the bidirectional power control module outputs a vector PWM control signal to control the on-off of the two IGBTs and Q7-Q8 of the DC/DC converter, thereby completing the conversion from the DC bus voltage Vdc to the DC/DC converter low-side voltage Vd. Or vice versa, the conversion of the DC/DC converter low side voltage Vd to the DC bus voltage Vdc is completed.
Fig. 6 is a flowchart illustrating a control method of charge and discharge load of an electric vehicle according to an exemplary embodiment. As shown in fig. 6, the controlling the DC/DC converter of the circuit model using the bidirectional power control module may include the steps of:
In step S2011, a control manner of power open loop and current closed loop is adopted to track the charge/discharge power reference value of the charge/discharge of the electric vehicle, so as to realize control of power bidirectional flow.
In this step, a control model of a bidirectional power control module is established, as shown in fig. 6a, and the bidirectional power control module adopts a control mode of power open loop and current closed loop, and tracks the reference value P of charge/discharge power, so as to realize bidirectional flow of control power. The Id is a reference value of the low-voltage side current Id of the DC/DC converter, the reference value Id of the low-voltage side current Id of the DC/DC converter is obtained by dividing the reference value P of the charge/discharge power by the low-voltage side voltage Vd of the DC/DC converter, and the difference value of the reference value Id of the low-voltage side current Id of the DC/DC converter and the low-voltage side current Id of the DC/DC converter is sent to a current proportional integral controller to output a trigger pulse signal PWM7-PWM8 for controlling the on-off of two Insulated Gate Bipolar Transistors (IGBT) Q7-Q8 in the bidirectional DC/DC converter. D is the duty ratio of the trigger pulse signals PWM7-PWM8 output by the bidirectional power control module.
In summary, an embodiment of the present disclosure provides a method for controlling a charge-discharge load of an electric vehicle, where the method includes: load virtual synchronous machine control is carried out on an alternating current interface of the charge and discharge load of the electric vehicle so as to realize that the charge and discharge load of the electric vehicle is equivalent to a traditional synchronous motor/generator in terms of operation mechanism and external characteristics; and carrying out bidirectional power control on the direct current interface of the charge-discharge load of the electric vehicle so as to realize voltage and frequency support of a power grid. The embodiment of the disclosure can make the charge and discharge load of the electric vehicle equivalent to that of the traditional synchronous motor/generator in terms of operation mechanism and external characteristics, and support the safe and stable operation of a power grid.
Fig. 7 is a flowchart illustrating a control method of charge and discharge load of an electric vehicle according to an exemplary embodiment. As shown in fig. 7, the method may further include the steps of:
in step S30, a micro-grid model including the charge and discharge loads of the electric vehicle is constructed based on the MATLAB/Simulink simulation platform, and ac/dc interface control simulation of the charge and discharge of the electric vehicle based on the load virtual synchronous machine is performed through two modes of grid-connected operation and isolated operation.
In this step, an exemplary micro-grid model including the electric vehicle charge-discharge load can be constructed based on a MATLAB/Simulink simulation platform, and the ac/dc interface control simulation of the electric vehicle charge-discharge based on the load virtual synchronous machine can be performed through two modes of grid-connected operation and isolated operation.
Fig. 7a is a schematic diagram of a micro-grid model including an electric vehicle charge-discharge load, according to an example embodiment. As shown in fig. 7a, the photovoltaic system G1 and the wind power system G2 adopt maximum power tracking control, for convenience of study, the power generated by the photovoltaic system G1 and the wind power system G2 are assumed to be constant, the energy storage system G3 and the gas engine G4 are controllable power sources, and the conventional droop control is adopted to participate in the power quality adjustment of the micro-grid, and the droop coefficient is known. The charging station is represented by an equivalent charger, the connection load of the charging station is the charge-discharge load of the electric vehicle, the charging station is connected to the micro-grid through an alternating current bus, the circuit of the charging station adopts the topology shown in fig. 7a, wherein PCC is a public node end of the grid, TR is a transformer, and the voltage of the grid is 10KV. LOAD1-LOAD6 are conventional normal LOADs.
The lithium iron phosphate battery is used as a power battery of the electric vehicle, the maximum charging power of the power battery is set to be 15kW, the maximum discharging power is set to be 10kW, the rated terminal voltage of the battery is 300V, the rated capacity is 200Ah, the percentage of the initial SOC is 60%, and the simulation parameters of the micro-grid are shown in table 1.
TABLE 1
Firstly, carrying out grid-connected operation mode simulation:
when the micro-grid is in grid-connected operation, the voltage and frequency of the micro-grid are determined by the large power grid, the charging condition after the charging and discharging load of the electric vehicle is normally connected is simulated, and the inertia and damping effects under the charging control method are verified. The simulation conditions were as follows: when t=0.5 s, the electric vehicle charging reference power is set to 5kW; when t=1.5 s, the electric vehicle charging power is set to 10kW; at t=3 s, the simulation is ended.
Fig. 7b is a schematic diagram showing the electric vehicle charging power and its reference values, and referring to fig. 7b, it can be seen that the power battery charging power tracks the charging power reference value in real time, according to an exemplary embodiment.
Fig. 7c is a schematic diagram of active power flowing into an AC/DC converter, according to an example embodiment. Referring to fig. 7c, the active power flowing from the AC bus into the pre-stage AC/DC converter of the charger is shown, the charging power becomes 5kW at 0.5s, the power flowing into the converter from the micro-grid is stabilized through a dynamic process of 0.5s under the actions of virtual inertia and damping, and the change condition of the charging power is similar to that at 1.5 s.
When the micro-grid is in grid-connected operation, the charging power of the electric vehicle can track the reference value in real time, meanwhile, due to the existence of virtual inertia and damping, the dynamic process of the power change of the AC/DC converter has inertia, the problem of insufficient inertia and damping of the traditional power converter is solved, the grid-connected operation characteristics of the large-scale electric vehicle and the distributed power supply can be improved, and the power impact on the grid is reduced.
And then performing independent operation mode simulation:
when the micro-grid independently operates, stable and reliable electric energy is required to be provided by an internal distributed power supply to meet the power consumption requirement of the load, and the voltage and the frequency of the micro-grid are controlled in a normal range through a controllable power supply. Under the charging control method provided by the disclosure, the electric vehicle can provide inertia support for the micro-grid, participate in voltage and frequency adjustment, improve the stability of the micro-grid, and respectively verify the stability.
The simulation conditions were as follows: the initial charging power of the electric vehicle is 5kW; the charging power becomes 7kW at t=1s; at t=2s, the conventional Load4 in the microgrid is added. The red line in fig. 7 and 8 is a simulation result of the charge control method (inertia j=0.1) proposed by the present disclosure; the green line is a simulation result of adopting the control method of the present disclosure, but reducing the virtual inertia coefficient (inertia j=0.06); blue lines are simulation results of the traditional power tracking control method, and electric vehicles do not participate in micro-grid frequency/voltage regulation in simulation.
Fig. 7d is a schematic diagram showing a change in micro grid frequency when an electric vehicle charging power is changed, according to an exemplary embodiment. Referring to fig. 7d, it can be seen that: when the charging power changes the same, the micro-grid frequency is slowly reduced to 49.94Hz, and the response time is about 0.4s; the frequency is stabilized to 49.94Hz through the process of reducing oscillation with a period of about 0.4s when the virtual damping is reduced, and the underdamping characteristic is presented; under the traditional power tracking control, the micro-grid frequency suddenly drops to 49.94Hz, the response time is about 0.1s, a downward peak is generated in the stabilizing process, the frequency fluctuation is about 0.04Hz, and the underdamping characteristic is shown.
Fig. 7e is a schematic diagram of a change in frequency of a micro-grid at a time of a change in a conventional normal load, according to an exemplary embodiment. Referring to fig. 7e, it can be seen that: when the conventional load in the micro-grid suddenly changes, the micro-grid suddenly changes in frequency, the minimum value of the frequency is 49.84Hz in the frequency dynamic process under the control method provided by the disclosure, the frequency quickly rises to 49.9Hz, and the frequency is stabilized to 49.87Hz after about 0.4s; the frequency rises back to 49.9Hz with reduced damping, after which the ringing process stabilizes to 49.87Hz over a period of about 0.4s; under the traditional power tracking control, the minimum frequency value in the frequency dynamic process is 49.825Hz, and the frequency dynamic deviation is larger. From the above analysis, the virtual inertia can delay the speed of the frequency change of the micro-grid, and suppress the rapid change of the frequency. The control method provided by the disclosure can effectively relieve impact on the micro-grid caused by the charging power of the electric vehicle and other load power abrupt changes in the micro-grid, provide inertia support for the micro-grid, and improve the dynamic stability of the micro-grid.
The above is an electric vehicle load charge simulation. Similarly, when current is reversed and flows from the power battery to the micro-grid, the charging device can be equivalently used as a generator by adopting the control method disclosed by the disclosure, and reactive power is injected into the micro-grid, so that voltage and frequency support is provided for the micro-grid.
Fig. 8 is a block diagram illustrating a control apparatus 800 of a charge-discharge load of an electric vehicle according to an exemplary embodiment. As shown in fig. 8, the control device may include the following modules:
the first control module 810 is configured to perform load virtual synchronous machine control on an ac interface of the electric vehicle charge-discharge load, so as to implement equivalence of the electric vehicle charge-discharge load to a conventional synchronous motor/generator in terms of operation mechanism and external characteristics.
And the second control module 820 is used for performing bidirectional power control on the direct current interface of the electric vehicle charge-discharge load so as to realize voltage and frequency support on a power grid.
Optionally, the first control module 810 includes a first acquisition module for acquiring a bidirectional charge/discharge circuit model of the electric vehicle charge/discharge load.
The first control module 810 also includes a first control sub-module for controlling the AC/DC converter of the circuit model using a load virtual synchronous machine control module.
Optionally, the first control submodule includes a first establishing module for establishing a virtual synchronous control equation of the load virtual synchronous machine control module of the AC/DC converter.
The establishing a virtual synchronous control equation of a load virtual synchronous machine control module of the AC/DC converter comprises the following steps:
e＝M f i f ωA equation 2
T e ＝M f i f <i,A>Equation 3
Q＝-M f i f ω<i,B>Equation 4
Wherein a= [ sin θ, sin (θ -2pi/3), sin θ (θ+2pi/3) ] T, b= [ cos θ, cos (θ -2pi/3), cos θ (θ+2pi/3) ] T < > represents dot product operation, J is virtual inertia, te is virtual electromagnetic torque, tm is virtual mechanical torque, kd is virtual damping coefficient, ωn is reference angular frequency of the power grid (ωn=2pi fn), ω is angular frequency of the load virtual synchronous machine, e= [ ea, eb, ec ] T and i= [ ia, ib, ic ] T are vectors composed of three-phase electromotive force and three-phase current of the load virtual synchronous machine, mf is mutual inductance between stator and rotor of the load virtual synchronous machine, if is virtual exciting current, θ is virtual rotor electrical angle, Q is reactive input of the load virtual synchronous machine, and T represents vector transposition.
The first control sub-module further comprises a second building module for building a control model of the load virtual synchronous machine control module according to the virtual synchronous control equation.
Optionally, the second building module is further configured to build an inertia damping model to simulate mechanical characteristics of the load virtual synchronous machine;
and building a reactive voltage droop control model to simulate the excitation characteristics of the load virtual synchronous machine.
The establishing an inertia damping model to simulate the mechanical characteristics of the load virtual synchronous machine comprises the following steps: outputting, by the dc bus voltage regulator, an analog mechanical torque, the analog mechanical torque being derived from the following formula:
wherein Tm is an analog mechanical torque, kpdc and Kidc are respectively proportional and integral coefficients of the voltage regulator of the inertia damping model, vdcset is a direct current bus voltage reference value, vdc is a direct current bus voltage value, s is a laplace operator, s=jω0, j is an imaginary unit, and ω0 is a power frequency angular frequency.
The building of the reactive voltage droop control model to simulate the excitation characteristics of the load virtual synchronous machine comprises the following steps: the droop coefficient of the reactive voltage droop control model is obtained by the following formula:
wherein Dq is a voltage sag coefficient, Δq is a reactive power variation, Δv is a voltage variation of a power grid public node, vn is a voltage reference value of the power grid public node, and V is a voltage value of the power grid public node.
Optionally, the second control module 820 is further configured to control the DC/DC converter of the circuit model using a bi-directional power control module.
Optionally, the second control module 820 is further configured to track a charge/discharge power reference value of the electric vehicle in a power open loop and current closed loop control manner, so as to control the bidirectional flow of power.
Optionally, the device further comprises a simulation module, wherein the simulation module is used for constructing a micro-grid model comprising the charge and discharge loads of the electric vehicle based on the MATLAB/Simulink simulation platform, and performing alternating current-direct current interface control simulation of the charge and discharge of the electric vehicle based on the load virtual synchronous machine through grid-connected operation and isolated operation modes.
The specific manner in which the various modules perform the operations in the apparatus of the above embodiments have been described in detail in connection with the embodiments of the method, and will not be described in detail herein.
The present disclosure also provides a computer-readable storage medium having stored thereon computer program instructions which, when executed by a processor, implement the steps of the method for controlling charge-discharge load of an electric vehicle provided by the present disclosure.
In summary, the embodiment of the present disclosure provides a control device for charging and discharging loads of an electric vehicle, the control device including: the first control module is used for controlling the load virtual synchronous machine of the alternating current interface of the charge-discharge load of the electric vehicle so as to realize that the charge-discharge load of the electric vehicle is equivalent to the traditional synchronous motor/generator in terms of operation mechanism and external characteristics; and the second control module is used for carrying out bidirectional power control on the direct current interface of the charge-discharge load of the electric vehicle so as to realize voltage and frequency support of a power grid. The embodiment of the disclosure can make the charge and discharge load of the electric vehicle equivalent to that of the traditional synchronous motor/generator in terms of operation mechanism and external characteristics, and support the safe and stable operation of a power grid.
Fig. 9 is a block diagram of an electronic device 900, according to an example embodiment. For example, the electronic device 900 may be provided as a server. Referring to fig. 9, electronic device 900 includes a processing component 922 that further includes one or more processors and memory resources represented by memory 932 for storing instructions, such as applications, executable by processing component 922. The application programs stored in memory 932 may include one or more modules that each correspond to a set of instructions. Further, processing component 922 is configured to execute instructions to perform the above-described method of controlling the charge-discharge load of an electric vehicle.
The electronic device 900 may also include a power supply component 926 configured to perform power management of the electronic device 900, a wired or wireless network interface 950 configured to connect the electronic device 900 to a network, and an input/output interface 958. The electronic device 900 may operate based on an operating system stored in the memory 932.
In another exemplary embodiment, a computer program product is also provided, which comprises a computer program executable by a programmable electronic device, the computer program having code portions for performing the above-mentioned method of controlling the charge-discharge load of an electric vehicle when being executed by the programmable electronic device.
The foregoing examples have expressed only a few embodiments of the present disclosure, which are described in more detail and detail, but are not to be construed as limiting the scope of the present disclosure. It should be noted that variations and modifications can be made by those skilled in the art without departing from the spirit of the disclosure, which are within the scope of the disclosure. Accordingly, the scope of the disclosure should be assessed as that of the appended claims.
Claims (13)
1. A method for controlling charge-discharge load of an electric vehicle, the method comprising:
load virtual synchronous machine control is carried out on an alternating current interface of the charge and discharge load of the electric vehicle so as to realize that the charge and discharge load of the electric vehicle is equivalent to a traditional synchronous motor/generator in terms of operation mechanism and external characteristics;
and carrying out bidirectional power control on the direct current interface of the charge-discharge load of the electric vehicle so as to realize voltage and frequency support of a power grid.
2. The method for controlling the charge-discharge load of the electric vehicle according to claim 1, wherein the performing load virtual synchronous machine control on the ac interface of the charge-discharge load of the electric vehicle to realize equivalence of the charge-discharge load of the electric vehicle to a conventional synchronous motor/generator in terms of operation mechanism and external characteristics includes:
Acquiring a bidirectional charge/discharge circuit model of the charge/discharge load of the electric vehicle;
and controlling the AC/DC converter of the circuit model by adopting a load virtual synchronous machine control module.
3. The method of controlling the charge-discharge load of an electric vehicle according to claim 2, wherein the controlling the AC/DC converter of the circuit model using the load virtual synchronous machine control module includes:
establishing a virtual synchronous control equation of a load virtual synchronous machine control module of the AC/DC converter;
and establishing a control model of the load virtual synchronous machine control module according to the virtual synchronous control equation.
4. The method of claim 3, wherein the establishing a virtual synchronization control equation of a load virtual synchronous machine control module of the AC/DC converter comprises:
e＝M f i f ωA equation 2
T e ＝M f i f i, A formula 3
Q＝-M f i f ωi, B equation 4
Wherein a= [ sin θ, sin (θ -2pi/3), sin θ (θ+2pi/3) ] T, b= [ cos θ, cos (θ -2pi/3), cos θ (θ+2pi/3) ] T < > represents dot product operation, J is virtual inertia, te is virtual electromagnetic torque, tm is virtual mechanical torque, kd is virtual damping coefficient, ωn is reference angular frequency of the power grid (ωn=2pi fn), ω is angular frequency of the load virtual synchronous machine, e= [ ea, eb, ec ] T and i= [ ia, ib, ic ] T are vectors composed of three-phase electromotive force and three-phase current of the load virtual synchronous machine, mf is mutual inductance between stator and rotor of the load virtual synchronous machine, if is virtual exciting current, θ is virtual rotor electrical angle, Q is reactive input of the load virtual synchronous machine, and T represents vector transposition.
5. The method for controlling charge and discharge loads of an electric vehicle according to claim 3, wherein the establishing a control model of the load virtual synchronous machine control module according to the virtual synchronous control equation includes:
establishing an inertia damping model to simulate the mechanical characteristics of the load virtual synchronous machine;
and building a reactive voltage droop control model to simulate the excitation characteristics of the load virtual synchronous machine.
6. The method of claim 5, wherein the creating an inertia damping model to simulate the mechanical characteristics of the load virtual synchronous machine comprises: outputting, by the dc bus voltage regulator, an analog mechanical torque, the analog mechanical torque being derived from the following formula:
wherein Tm is an analog mechanical torque, kpdc and Kidc are respectively proportional and integral coefficients of the voltage regulator of the inertia damping model, vdcset is a direct current bus voltage reference value, vdc is a direct current bus voltage value, s is a laplace operator, s=jω0, j is an imaginary unit, and ω0 is a power frequency angular frequency.
7. The method of claim 5, wherein the building a reactive voltage droop control model to simulate the excitation characteristics of a load virtual synchronous machine comprises: the droop coefficient of the reactive voltage droop control model is obtained by the following formula:
Wherein Dq is a voltage sag coefficient, Δq is a reactive power variation, Δv is a voltage variation of a power grid public node, vn is a voltage reference value of the power grid public node, and V is a voltage value of the power grid public node.
8. The method for controlling a charge-discharge load of an electric vehicle according to claim 2, wherein the bidirectional power control of the dc interface of the charge-discharge load of the electric vehicle to achieve voltage and frequency support of a power grid comprises:
and a bidirectional power control module is adopted to control the DC/DC converter of the circuit model.
9. The method of controlling a charge-discharge load of an electric vehicle according to claim 8, wherein the controlling the DC/DC converter of the circuit model using a bidirectional power control module includes:
and tracking the charge/discharge power reference value of the charge/discharge of the electric vehicle by adopting a control mode of a power open loop and a current closed loop so as to realize control of the bidirectional flow of power.
10. The control method of the charge-discharge load of the electric vehicle according to claim 1, characterized in that the method further comprises:
based on a MATLAB/Simulink simulation platform, a micro-grid model comprising the charge and discharge loads of the electric vehicle is constructed, and the AC/DC interface control simulation of the charge and discharge of the electric vehicle based on the load virtual synchronous machine is performed through two modes of grid-connected operation and isolated operation.
11. A control device for charge and discharge load of an electric vehicle, characterized by comprising:
the first control module is used for controlling the load virtual synchronous machine of the alternating current interface of the charge-discharge load of the electric vehicle so as to realize that the charge-discharge load of the electric vehicle is equivalent to the traditional synchronous motor/generator in terms of operation mechanism and external characteristics;
and the second control module is used for carrying out bidirectional power control on the direct current interface of the charge-discharge load of the electric vehicle so as to realize voltage and frequency support of a power grid.
12. A non-transitory computer readable storage medium having stored thereon a computer program, characterized in that the program when executed by a processor realizes the steps of the method according to any of claims 1-10.
13. An electronic device, comprising:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to implement the steps of the method of any one of claims 1-10.
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