CN117277445A - 自驾游区域电力调度系统 - Google Patents
自驾游区域电力调度系统 Download PDFInfo
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Abstract
本发明提出一种自驾游区域电力调度系统,通过对自驾游电车续航范围进行预测并调度发电厂为目标区域的充电站分配电力,包括:用以供给电力的光伏和/或风力电厂;布设在目标区域的多个具有储能功能的充电站;布设在每个充电站内以获取目标车辆信息的信息获取单元;用于根据目标车辆信息预测目标车辆行驶范围并对应进行电力调度的电力调度单元;所述电力调度单元与所述发电厂、所述充电站和所述信息获取单元均信号连接;本发明提高了风能、电能的利用效率,解决了电能、风能发电容易用电难的问题,提高电车在上述地区自驾游的出行便利性。
Description
技术领域
本发明属于电力管理技术领域,尤其是涉及一种自驾游区域电力调度系统。
背景技术
为了提高风电、光伏电的实际使用效率,CN115528717B虚拟电厂调度方法、系统、电子设备及储存介质公开了一种通过建设高速沿线的充电站为电车充电的方式来利用电能,但由于高速公路通过区域与自驾游交叠区域较少,仅能为高速通过车辆补充电能,对各个景区和不走高速的电车无法兼顾。电车出于成本考虑也不会特地到高速服务区进行充电。
在CN115528717B专利公开的虚拟电厂围绕高速公路逐步推进同时,对于地广人稀且但具有充电需求的自驾游热门地区通过铺设电网调度风电、光电为自驾电车充电年,提高风能和光伏的利用效率。本申请可以与CN115528717B配合,以高速公路为主干,各个热门自驾道路为分支构成光电、风电供电网络,以充电站作为分布式供电网点中心,为周围生活提供电力,进而带动地区经济发展。
本申请在CN115528717B基础上进一步推进对风电、光伏电量的利用,在带动自驾游旅游业发展同时完善当地电网铺设,提高风电、光伏电量在当地的使用率,同时本申请可以与CN115528717B电网互联,以形成高速-一般道路-景点的供电网络,带动地区经济发展,以各个充电站为缓冲阶段和储能单元,提高风电、光伏电并网量。本发明提高了风能、电能的利用效率,解决了电能、风能发电容易用电难的问题,提高了能源利用率。
因此,针对风电、光电充沛且自驾游景点众多的区域亟待有效提高资源利用率,提高电车自驾游客便捷性的方法。本发明在CN115528717B专利技术基础上进一步改进。
发明内容
为了弥补上述风电、光电利用率低,电车在上述区域自驾游不便的缺陷,本发明提出一种自驾游区域电力调度系统。
一种自驾游区域电力调度系统,通过对自驾游电车续航范围进行预测并调度发电厂为目标区域的充电站分配电力,包括:用以供给电力的光伏和/或风力电厂;布设在目标区域的多个具有储能功能的充电站,相邻充电站间距不大于100km,且任一充电站300KM距离内设有至少一座电厂,所述充电站与距离最近的电厂电连接;布设在每个充电站内以获取目标车辆信息的信息获取单元;用于根据目标车辆信息预测目标车辆行驶范围并对充电站进行电力调度的电力调度单元;所述电力调度单元与所述发电厂、所述充电站和所述信息获取单元均信号连接;所述根据目标车辆信息预测目标车辆行驶范围过程包括:获取目标车辆剩余电量信息和当地温度信息T,根据目标车辆剩余电量计算该车辆理论续航里程,根据理论续航里程和当地温度信息T预测其行驶范围,其中,当温度T处于20-25摄氏度之间时,则以0.75X作为该电车行驶范围;若温度T低于20摄氏度,以(1-(20-T/(3*25))2 )*0.75X作为该电车行驶范围;若温度高于25摄氏度,以(1-(T-25/(2*20))2 )*0.75X作为该电车行驶范围。
本发明提高了风能、电能的利用效率,解决了电能、风能发电容易用电难的问题,提高电车在上述地区自驾游的出行便利性。
具体实施方式
下面将对本发明的技术方案进行清楚、完整地描述,显然,所描述的实施例是本发明一部分实施例,而不是全部的实施例。基于本发明中的实施例,本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例,都属于本发明保护的范围。
在本发明的描述中,需要说明的是,除非另有明确的规定和限定,术语“安装”、“相连”、“连接”应做广义理解,例如,可以是固定连接,也可以是可拆卸连接,或一体地连接;可以是机械连接,也可以是电连接;可以是直接相连,也可以通过中间媒介间接相连,可以是两个元件内部的连通。对于本领域的普通技术人员而言,可以具体情况理解上述术语在本发明中的具体含义。
在本申请项目前期阶段,针对上述自驾游地区进行实际调研,纯电车占比约为15%,通过对充电桩相关软件如E充电等进行统计,电车充电区间在15-35千瓦时居多。
在本申请中,车辆的理论行驶里程根据车牌注册的对应车辆型号结合该车型CTLC备案的续航里程并结合当地实际天气情况来进行测算,根据目标车辆剩余电量计算该车辆理论续航里程过程包括,根据该型号车辆CLTC里程计算其理论续航里程X。根据当地实际温度来设定折扣权重,提高理论行驶里程的估算准确度。具体包括,获取当地实时温度T,若温度T处于20-25之间(无论是三元锂、磷酸铁锂,现在公认为20-25度为电池最佳运行区间,电池几乎不随温度变化衰减),则以0.75X(由于绝大部分车辆实际行驶过程中,由于乘客数量、载物、高速路行驶速度、能量回收力度等,都无法达到工信部测试的最佳行驶里程。通过对多种车辆数据收集,在双人成员且在20-25度不用开空调等额外损耗,大部分车辆行驶里程在工信部备案续航里程的75%左右)作为车辆的理论里程,进而推断该车辆的剩余电量的自驾游范围。
具体来说,本申请的一种自驾游区域电力调度系统,通过对自驾游电车续航范围进行预测并调度发电厂为目标区域的充电站分配电力,包括:
用以供给电力的光伏和/或风力电厂;布设在目标区域的多个具有储能功能的充电站,相邻充电站间距不大于100km,且任一充电站300KM距离内设有至少一座电厂,所述充电站与距离最近的电厂电连接;布设在每个充电站内以获取目标车辆信息的信息获取单元;用于根据目标车辆信息预测目标车辆行驶范围并对充电站进行电力调度的电力调度单元;所述电力调度单元与所述发电厂、所述充电站和所述信息获取单元均信号连接。所述预测目标车辆行驶范围过程包括:获取目标车辆剩余电量信息和当地温度信息T,根据目标车辆剩余电量计算该车辆理论续航里程,根据理论续航里程和当地温度信息预测其行驶范围,其中,当温度T处于20-25摄氏度之间时,则以0.75X作为该电车行驶范围;若外界温度T低于20摄氏度,以(1-(20-T/(3*25))2)*0.75X作为该电车行驶范围;若外界温度高于25摄氏度,以(1-(T-25/(2*20))2)*0.75X作为该电车行驶范围。上述计算方法中,充分考虑电池与户外温度的非线性衰减关系以及潜在空调使用可能。经过大量数据采集并针对性训练机器学习模型后,研究人员最终从理论结果中总结出温度-电量匹配函数,上述温度对应关系涵盖高纬度地区冬季-40度到低纬度地区夏季烈日下50度户外温度运行环境。此外,上述匹配函数还可以通过机器学习方式对每个车辆型号匹配对应关系,但出于成本以及采集数据关系来看,为每个充电站的每个充电桩设置智能模型的相关硬件不现实后期也会出现大量维护问题,因此本申请中采用温度-电量函数来实现。
在本申请中,通过对部分自驾游游客抽样调研,一般自驾游过程中出于旅游目的,单次行程大部分会在200KM或三个小时之内,本申请的充电站分布距离100KM以内,在自驾游车辆两小时历程以内,满足所有自驾游乘客需要。在本申请前期阶段可以以200KM作为充电站间距来布设,对于重点景点地区可以适当增加充电站覆盖,在后期根据实际使用反馈进一步针对100KM范围完善充电站。此外,本申请风电厂、光伏电厂绝大部分300KM范围可以互联并连接到上述地区的道路和景点。本技术方案中,电厂距离充电站距离300KM范围,可以采用220kv的普通高压电网。
在上述实施例基础上,进一步的,所述电力调度单元进行电力调度过程包括,根据目标区域景点、道路判断该电车预期行驶路线与预期行驶距离判断预期充电站位置,根据充电站位置调度电力。在本实施例中,重点自驾游景点、重点自驾游路线都有较为显著特征。在确定电车行驶范围后,可以推测该车辆的预期目的景点、预期路线等。
在上述实施例基础上,进一步的,所述预期行驶距离判断方法包括:以该车行驶范围的30%作为单次行驶下限Lmin,以该车行驶范围的70%作为单次行驶上限Lmax,若L≤Lmin,则预测该车本次行驶不补充电量;若Lmin≤L<Lmax,则预测该车以距离行驶范围L最近的充电站补充一次电力;若Lmax≤L,则以该车在(Sn+Lmin,Sn+Lmax)区间往期充电次数最多的充电站作为预测充电位置,其中Sn为该车前一次充电时的累计行程。本申请中,在被预测车辆每实际离开一个充电站即更新该车辆信息,根据该充电站在该车辆预期里程的位置对该车辆后续充电位置进行修正预测。
在上述实施例基础上,进一步的,用于根据目标车辆信息预测目标车辆行驶范围的过程还包括与该目标车辆导航软件交互,以获取该目标车辆行驶路线,进而预测目标车辆行驶范围。本实施例中,还可以通过导航软件获取目标车辆行驶信息。在本申请中,还可以与导航软件实现互联通讯,在车辆行驶到上述地区导航软件将相应路线发送到电力调度单元以实现路线规划更精确,同时本系统将相关充电站信息发送到导航软件上以供参考。
在上述实施例基础上,进一步的,所述充电站还包括储电单元,所述储电单元同期总储电量不低于去年同期用电量的150%,不高于去年同期总用电量的200%。本实施例中,在本项目铺设后,随着经济发展和旅游景点的热门,充电站总使用率会随着电车普及而逐年升高,但考虑到分期投入成本以及当地扩建土地成本,可以采用分批投入方式,在电网铺设完成后根据每年用电量逐年增加充电站容量。此外,充电站可以作为为当地居民生活用电,以完善相应旅游、生活措施,带动当地经济发展。本实施例中的同期一般为同日、同周,由于节假日变化导致自驾游每周的用电变化幅度较大,最长不能跨周。
上述技术方案仅体现了本发明技术方案的优选技术方案,本技术领域的技术人员对其中某些部分所可能做出的一些变动均体现了本发明的原理,属于本发明的保护范围之内。
Claims (7)
1.一种自驾游区域电力调度系统,通过对自驾游电车续航范围进行预测并调度发电厂为目标区域的充电站分配电力,其特征在于,包括:
用以供给电力的光伏和/或风力电厂;
布设在目标区域的多个具有储能功能的充电站,相邻充电站间距不大于100km,且任一充电站300KM距离内设有至少一座电厂,所述充电站与距离最近的电厂电连接;
布设在每个充电站内以获取目标车辆信息的信息获取单元;
用于根据目标车辆信息预测目标车辆行驶范围并对充电站进行电力调度的电力调度单元;
所述电力调度单元与所述发电厂、所述充电站和所述信息获取单元均信号连接;
所述根据目标车辆信息预测目标车辆行驶范围过程包括:获取目标车辆剩余电量信息和当地温度信息T,根据目标车辆剩余电量计算该车辆理论续航里程,根据理论续航里程和当地温度信息T预测其行驶范围,其中,当温度T处于20-25摄氏度之间时,则以0.75X作为该电车行驶范围;若温度T低于20摄氏度,以(1-(20-T/(3*25))2 )*0.75X作为该电车行驶范围;若温度高于25摄氏度,以(1-(T-25/(2*20))2 )*0.75X作为该电车行驶范围。
2.根据权利要求1所述的自驾游区域电力调度系统,其特征在于,根据目标车辆剩余电量计算该车辆理论续航里程过程包括,根据该型号车辆CLTC里程计算其理论续航里程X。
3.根据权利要求1所述的自驾游区域电力调度系统,其特征在于,所述电力调度单元进行电力调度过程包括,根据目标区域景点、道路、车辆行驶范围判断该电车预期行驶路线和预期行驶距离,进而判断该车预期充电站位置,根据充电站位置调度电力。
4.根据权利要求3所述的自驾游区域电力调度系统,其特征在于,所述预期行驶距离判断方法包括:以该车行驶范围的30%作为单次行驶下限Lmin,以该车行驶范围的70%作为单次行驶上限Lmax,若L≤Lmin,则预测该车本次行驶不补充电量;若Lmin≤L<Lmax,则预测该车以距离行驶范围L最近的充电站补充一次电力;若Lmax≤L,则以该车在(Sn+Lmin,Sn+Lmax)区间往期充电次数最多的充电站作为预测充电位置,其中Sn为该车前一次充电时的累计行程。
5.根据权利要求1所述的自驾游区域电力调度系统,其特征在于,用于根据目标车辆信息预测目标车辆行驶范围的过程还包括与该目标车辆导航软件交互,以获取该目标车辆行驶路线,进而预测目标车辆行驶范围。
6.根据权利要求1所述的自驾游区域电力调度系统,其特征在于,相邻的充电站相互电连接。
7.根据权利要求1所述的自驾游区域电力调度系统,其特征在于,所述充电站还包括储电单元,所述储电单元同期总储电量不低于去年同期用电量的150%,不高于去年同期总用电量的200%。
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