WO2015081740A1 - 电动汽车充放电控制系统及方法 - Google Patents

电动汽车充放电控制系统及方法 Download PDF

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Publication number
WO2015081740A1
WO2015081740A1 PCT/CN2014/086224 CN2014086224W WO2015081740A1 WO 2015081740 A1 WO2015081740 A1 WO 2015081740A1 CN 2014086224 W CN2014086224 W CN 2014086224W WO 2015081740 A1 WO2015081740 A1 WO 2015081740A1
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Prior art keywords
charging
power
electric vehicle
discharging
electric
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Ceased
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PCT/CN2014/086224
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English (en)
French (fr)
Inventor
史乐峰
刘正发
侯兴哲
刘永相
宫林
汪会财
杨泽伟
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Electric Power Research Institute of State Grid Chongqing Electric Power Co Ltd
State Grid Corp of China SGCC
Original Assignee
Electric Power Research Institute of State Grid Chongqing Electric Power Co Ltd
State Grid Corp of China SGCC
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Application filed by Electric Power Research Institute of State Grid Chongqing Electric Power Co Ltd, State Grid Corp of China SGCC filed Critical Electric Power Research Institute of State Grid Chongqing Electric Power Co Ltd
Priority to US14/905,282 priority Critical patent/US10112499B2/en
Publication of WO2015081740A1 publication Critical patent/WO2015081740A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J13/00—Circuit arrangements for providing remote monitoring or remote control of equipment in a power distribution network
    • H02J13/13—Circuit arrangements for providing remote monitoring or remote control of equipment in a power distribution network characterised by the transmission of data to equipment in the power network
    • H02J13/1337—Circuit arrangements for providing remote monitoring or remote control of equipment in a power distribution network characterised by the transmission of data to equipment in the power network involving the use of Internet protocols
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; 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 networks by storage of energy
    • H02J3/32—Arrangements for balancing of the load in networks by storage of energy using batteries or super capacitors with converting means
    • H02J3/322—Arrangements for balancing of the load in networks by storage of energy using batteries or super capacitors with converting means the battery being on-board an electric or hybrid vehicle, e.g. vehicle to grid arrangements [V2G], power aggregation, use of the battery for network load balancing, coordinated or cooperative battery charging
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/50—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries acting upon multiple batteries simultaneously or sequentially
    • H02J7/52—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries acting upon multiple batteries simultaneously or sequentially for charge balancing, e.g. equalisation of charge between batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2105/00—Networks for supplying or distributing electric power characterised by their spatial reach or by the load
    • H02J2105/30—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles
    • H02J2105/33—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles exchanging power with road vehicles
    • H02J2105/37—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles exchanging power with road vehicles exchanging power with electric vehicles [EV] or with hybrid electric vehicles [HEV]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02B—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO BUILDINGS, e.g. HOUSING, HOUSE APPLIANCES OR RELATED END-USER APPLICATIONS
    • Y02B70/00—Technologies for an efficient end-user side electric power management and consumption
    • Y02B70/30—Systems integrating technologies related to power network operation and communication or information technologies for improving the carbon footprint of the management of residential or tertiary loads, i.e. smart grids as climate change mitigation technology in the buildings sector, including also the last stages of power distribution and the control, monitoring or operating management systems at local level
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
    • Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
    • Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
    • Y04S10/14—Energy storage units
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S20/00—Management or operation of end-user stationary applications or the last stages of power distribution; Controlling, monitoring or operating thereof
    • Y04S20/20—End-user application control systems
    • Y04S20/221—General power management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/12—Remote or cooperative charging

Definitions

  • the invention belongs to the technical field of smart grid and energy storage and conversion, and particularly relates to a control method and system for screening and dispatching electric vehicles participating in grid interactive service, and is particularly suitable for a large-scale electric vehicle connected to a power grid, combined with a power system.
  • Operation method The regulation and management of charging and discharging behavior, charging and discharging power and energy trading of electric vehicles.
  • the electric vehicle By properly controlling the converter on the charging facility, the electric vehicle can be effectively regarded as a special mobile energy storage unit charging and discharging function, which can largely solve the power frequency modulation, backup service and distributed power supply in the wide area power system.
  • the demand for services such as power consumption is of great significance for improving the overall power quality of power systems and reducing the cost of electric vehicle holders.
  • the electric vehicle is regarded as a special battery for local control, and the interaction between the generator set, the power grid and the electric vehicle is not considered in the wide-area power system, and the electric vehicle is not charged and discharged with the generator set.
  • the dynamic matching relationship is included, which is inconsistent with the reality of the power system and is not practical.
  • an object of the present invention is to provide a control system and method for screening and scheduling an electric vehicle participating in a grid interactive service.
  • an electric vehicle charging and discharging control system comprising a total control platform and a detection module;
  • the total control platform comprises a communication module, a data storage and management module, and a dual-level optimization control Module and power distribution control module;
  • the communication module is used for realizing two-way interaction between the total control platform and the electric vehicle, and communicating the charging and discharging to the electric vehicle user Demand for electrical services, transmission of real-time data on the willingness of the electric vehicle to participate in charging and discharging services and battery status to the master console, and data transmission and communication with the power control module in the charger;
  • the data storage and management module is configured to store and manage related data of charging and discharging of the electric vehicle, and assign the power command value of the charging and discharging of the electric vehicle to the relevant interface variable according to the protocol, for the general control platform to call;
  • the dual-level optimization control module is used for real-time determining the start-stop and output of the genset in the wide-area power system, real-time calculating the decision variables of the charging and discharging power of the electric vehicle participating in the grid charging and discharging service, and passing the decision variables and the generator set Data integration, analysis, determination of the number of electric vehicles participating in charging and discharging services and real-time charging and discharging power;
  • the power distribution control module controls the charging and discharging power of the electric vehicle after receiving the power control command of the communication module
  • the detecting module is configured to perform detection on a power battery state of an electric vehicle connected to the power grid, and send the detection data to the master control platform through the communication module.
  • the second object of the present invention is achieved by the following technical solution, the electric vehicle charging and discharging control method, comprising the following steps:
  • Step 1 Read the load status of each load point of the wide-area power system in real time, analyze the power demand of the wide-area power system in the future time period; read the data related to the electric vehicle charging and discharging service electric vehicle in real time, and pass the data storage Store and manage data with the management module;
  • Step 2 determining the total cost of transmitting the electrical energy to the wide area network by the genset i during the t period;
  • Step 3 Determine the total cost of the electric vehicle j participating in the charging and discharging service, and screen out the dispatchable electric vehicle group;
  • Step 4 according to step 2 and step 3, the combination of the generator set and the electric vehicle participating in the charging and discharging service is obtained;
  • Step 5 reading the relevant data of the electric vehicle participating in the charging and discharging service electric vehicle in real time, and calculating the charging and discharging command value of the electric vehicle participating in the grid charging and discharging service;
  • Step 6 The charging and discharging power command of the electric vehicle participating in the charging and discharging service is stored and output.
  • the relevant data of the electric vehicle includes: the default rate of the electric vehicle in the past charging and discharging service, the network topology point of the electric vehicle accessing the power system, the charging and discharging electric energy demand acceptable for the electric vehicle, and the electric vehicle vehicle power battery.
  • Rated power controllable state value, maximum allowable operating power ratio value, state of charge value, maximum allowable discharge power and maximum allowable charging power; wherein, the maximum allowable discharge power and the maximum allowable charging power are the maximum allowable working power;
  • the electric vehicle charging and discharging electric energy demand is positive, it indicates that the electric vehicle is willing to participate in the charging service.
  • the maximum allowable working power is the maximum allowable charging power; when the electric vehicle charging and discharging electric energy demand is negative, it indicates the electric vehicle. Willing to participate in the discharge service, the maximum allowable working power described at this time is the maximum allowable charging power.
  • step 2 specifically includes the following sub-steps:
  • Step 21 Measure whether the generator set i can participate in power dispatching in the future t period
  • Step 22 Determine the fuel cost of the generator set by using historical data on the power generation efficiency and fuel cost of the generator set i.
  • Step 23 Determine the emission cost of the generator set by historical data on the carbon emission coefficient of the generator set i and the carbon emission cost.
  • Step 24 Through the transmission simulation between the generator set i and the wide area power grid load point, measure the network loss of the dispatched power p i (t) during the transmission process, and then calculate the network loss cost.
  • Step 25 Based on the fuel cost, emission cost, and network loss cost of the generator set i, determine the total cost of transmitting the power of the unit i to the wide area network during the t period
  • the total cost function is:
  • p i (t) represents the amount of power used by the generator set to participate in energy dispatching. Indicates the minimum amount of power dispatched, Indicates the maximum amount of power dispatched, Representing the electrical energy requirements of the power system, Indicates the loss of power from the genset to the grid load point during transmission.
  • step 3 specifically includes the following sub-steps:
  • Step 31 Determine whether the electric vehicle j is willing to participate in the charging and discharging service during the time period t;
  • Step 32 Measure the price of the electric vehicle that is willing to participate in the charging and discharging service, and determine the charging and discharging cost of the electric vehicle.
  • Step 33 Through the historical data measurement, the probability P(E j )P(Y t
  • Step 34 Simulating the charging and discharging of the electric vehicle j, measuring the network loss of the electric energy during the transmission process, and calculating the network loss cost.
  • Step 35 Determine the total cost of participating in the charging and discharging service of the electric vehicle j based on the transaction cost, the risk cost, and the network loss cost of participating in the charging and discharging electric vehicle j.
  • the cost function is:
  • E j ) is the possibility of causing the consequences Y t when the accident E j occurs, and s(Y t ) may cause the consequences when Y t occurs.
  • the loss, p j (t) represents the electric energy when the electric vehicle j participates in charging and discharging, Indicates the minimum value of electric energy when electric vehicle j participates in charging and discharging, It indicates the maximum value of electric energy when the electric vehicle j participates in charging and discharging.
  • the objective function of the combination of the genset and the controllable electric vehicle in step 4 is:
  • p demand (t) is the total demand of electric energy in the power system during t period
  • p network loss (t) is the network loss caused by power transmission
  • p demand (t) + p network loss (t) is the power The actual demand for electrical energy during the system t period
  • p j (t)>0 is charging
  • p j (t) ⁇ 0 is discharging
  • N g is the number of generator sets in the wide-area power system
  • K is the set of topological points of the charging and discharging grids of electric vehicles in different regions
  • N v is the number of electric vehicles connected under a certain topological point.
  • step 5 specifically includes the following steps:
  • Step 51 Using the charging and discharging power p j (t) of the electric vehicle in the t period, based on the power demand of the electric system for the electric vehicle group and the dynamic charging state of the vehicle power battery, calculating the command to participate in charging and discharging the electric vehicle power Value ⁇ j :
  • u j is the allowable working power ratio value of the electric vehicle vehicle power battery, and the ratio value is read by step 1
  • SOC j is the state of charge state of the electric vehicle j power battery, and the value is read by step 1;
  • the total demand is the total power demand of the power system for the electric vehicle j charging access point;
  • Step 52 setting a limit condition: a node active/reactive imbalance quantity equation
  • ⁇ P k is the active imbalance of node k
  • ⁇ Q k is the reactive imbalance of node k
  • U k is the voltage amplitude of node k
  • U b is the voltage amplitude of node b
  • G kb +jB kb is the mutual admittance between nodes k and b
  • ⁇ kb is the phase angle difference between nodes k and b
  • P k node k is injected with active power
  • Q k is the injected reactive power of node k
  • N c,k is the number of electric vehicles charged by node k
  • N dc,k is the number of electric vehicles discharged at node k
  • P d the active load of k- node k
  • Q d,k is the reactive power of node k Load
  • P G,k is the active component of node k power generation
  • Q G,k is the reactive power component of node k
  • P c is the average charging power of node k electric vehicle
  • P dc is the average discharge power of node k electric vehicle ;
  • step 53 the number of steps, based on the bound condition determination step, the node k 51 demands the total charge-discharge power demand is always ⁇ against their real / reactive imbalance limit, if the unbalance limit violation, please adjust the charge-discharge electric vehicle And its power, jump to step 51 to recalculate; if it does not violate the imbalance limit, proceed to step 54;
  • Step 54 Set the total electric vehicle charging and discharging power of each power grid node obtained in step 53 and the electric vehicle and the charging and discharging power command of the participating electric power system charging and discharging service determined in step 51 as final power command values.
  • the present invention has the following advantages:
  • the invention will take into account the charging and discharging effects of the electric vehicle in the wide-area power system, consider the linkage relationship with the generator set and the power network, and unify the electric vehicle, the generator set and the power network based on the double-layer optimization model.
  • a control method and system for a wide-area electric vehicle group is constructed to achieve real-time linkage control of the three.
  • the method is easy to implement and master in practical engineering applications.
  • the power system can fully utilize the role of the electric vehicle as a mobile energy storage device, and realize the safe, stable, economical and green operation of the power system.
  • the method firstly analyzes the battery status and historical default rate of the electric vehicle applied for charging and discharging services, and selects the electric vehicle that can participate in the charging and discharging service of the electric vehicle in the future. Then, the method of comparing the power transmission cost determines the power generation.
  • the optimal combination state of the unit and the electric vehicle real-time monitoring of the charging and discharging power of the electric vehicle, avoiding the battery loss caused by overcharging or over-discharging; and then real-time monitoring of the state of the charging and discharging electric vehicle, real-time power Control, so that the electric vehicle group can meet the demand of power system charging and discharging service, realize energy management and real-time control of electric vehicle charging and discharging, and reduce the impact of charging and discharging on the vehicle power battery.
  • FIG. 1 is a schematic diagram of interaction between an electric vehicle group charging and discharging and an electric power system according to the present invention
  • FIG. 2 is a block diagram of an implementation of an electric vehicle group charging and discharging energy management system based on a two-level optimization strategy according to the present invention.
  • Each charging and discharging machine includes a communication module and a bidirectional converter;
  • the communication module can realize the two-way interaction between the electric vehicle user and the control system;
  • the bidirectional converter can perform the functions of switching control and charging and discharging power command of the corresponding electric vehicle.
  • the electric vehicle charging and discharging control system includes a total control platform and a detection module; the total control platform formulates a V2G scheduling plan for each period according to the predicted load curve and the feedback situation of the generator set, and interacts with the electric vehicle in two directions;
  • the general control platform includes a communication module, a data storage and management module, a dual-level optimization control module, and a power distribution control module;
  • the communication module is configured to realize two-way interaction between the total control platform and the electric vehicle, communicate the charging and discharging service demand to the electric vehicle user, and transmit the real-time data of the electric vehicle to participate in the charging and discharging service and the battery state to the main control station, and Data transmission and communication with the power control module in the charger.
  • the data storage and management module is configured to store and manage related data of charging and discharging of the electric vehicle, and assign the power command value of the charging and discharging of the electric vehicle to the relevant interface variable according to the protocol, and is called by the master control platform.
  • the data stored and managed by the data storage and management module includes the data of each electric vehicle participating in the charging and discharging service, the controllable state data of the electric vehicle participating in the charging and discharging service, the output state data of the generator set in the power system, and the status of each load point in the power network.
  • the power demand signal of the signal and power system for each access point electric vehicle, and the above signal is output to the dual-level optimization control module.
  • the data managed and stored by the data storage and management module also includes a battery status signal that participates in the charge and discharge service electric vehicle and outputs it to the power distribution control module along with the aforementioned signals.
  • the dual-level optimization control module is used for real-time determining the start-stop and output of the genset in the wide-area power system, real-time calculating the decision variables of the charging and discharging power of the electric vehicle participating in the grid charging and discharging service, and passing the decision variables and the generator set
  • the data is integrated and analyzed to determine the number of electric vehicles participating in the charging and discharging service and the real-time charging and discharging power, and output the decision variables to the power distribution control module.
  • the power distribution control module controls the charging and discharging power of the electric vehicle after receiving the power control command of the communication module.
  • the detecting module is configured to perform detection on a power battery state of an electric vehicle connected to the power grid, and send the detection data to the master control platform through the communication module.
  • the present invention also provides an electric vehicle charging and discharging control method, comprising the following steps:
  • Step 1 Read the load status of each load point of the wide-area power system in real time, analyze the power demand of the wide-area power system in the future time period; read the data related to the electric vehicle charging and discharging service electric vehicle in real time, and pass the data storage The data is stored and managed with the management module.
  • the relevant data of electric vehicles include: the default rate of electric vehicles used to participate in charging and discharging services, the network topology of electric vehicles connected to the power system, the charge and discharge power demand acceptable for electric vehicles, the rated power of electric vehicle vehicle power batteries, and controllable State value, maximum allowable operating power ratio value, state of charge value, maximum allowable discharge power, and maximum allowable charging power; wherein the maximum allowable discharge power and the maximum allowable charging power are the maximum allowable operating power; when the electric vehicle is charged and discharged When the value is positive, it indicates that the electric vehicle is willing to participate in the charging service.
  • the maximum allowable working power is the maximum allowable charging power; when the electric vehicle charging and discharging power demand is negative, it indicates that the electric vehicle is willing to participate in the discharging service.
  • the maximum allowable operating power described at the time is the maximum allowable charging power.
  • Step 2 Determine the total cost of the genset i transmitting power to the WAN during the t period.
  • the step 2 specifically includes the following sub-steps:
  • Step 21 Measure whether the generator set i can participate in power dispatching in the future t period
  • Step 22 Determine the fuel cost of the generator set by using historical data on the power generation efficiency and fuel cost of the generator set i.
  • Step 23 Determine the emission cost of the generator set by historical data on the carbon emission coefficient of the generator set i and the carbon emission cost.
  • Step 24 Through the transmission simulation between the generator set i and the wide area power grid load point, measure the network loss of the dispatched power p i (t) during the transmission process, and then calculate the network loss cost.
  • Step 25 Based on the fuel cost, emission cost, and network loss cost of the generator set i, determine the total cost of transmitting the power of the unit i to the wide area network during the t period
  • the total cost function is:
  • p i (t) represents the amount of power used by the generator set to participate in energy dispatching. Indicates the minimum amount of power dispatched, Indicates the maximum amount of power dispatched, Representing the electrical energy requirements of the power system, Indicates the loss of power from the genset to the grid load point during transmission.
  • Step 3 Determine the total cost of the electric vehicle j participating in the charging and discharging service, and screen out the dispatchable electric vehicle group.
  • the step 3 specifically includes the following sub-steps:
  • Step 31 Determine whether the electric vehicle j is willing to participate in the charging and discharging service during the time period t;
  • Step 32 Measure the price of the electric vehicle that is willing to participate in the charging and discharging service, and determine the charging and discharging cost of the electric vehicle.
  • Step 33 Through the historical data measurement, the probability P(E j )P(Y t
  • Step 34 Simulating the charging and discharging of the electric vehicle j, measuring the network loss of the electric energy during the transmission process, and calculating the network loss cost.
  • Step 35 Determine the total cost of participating in the charging and discharging service of the electric vehicle j based on the transaction cost, the risk cost, and the network loss cost of participating in the charging and discharging electric vehicle j.
  • the cost function is:
  • Step 4 According to step 2 and step 3, the combination of the generator set and the electric vehicle participating in the charging and discharging service is obtained.
  • the objective function of the combination of the genset and the controllable electric vehicle in step 4 is:
  • p demand (t) is the total demand of electric energy in the power system during t period
  • p network loss (t) is the network loss caused by power transmission
  • p demand (t) + p network loss (t) is the power The actual demand for electrical energy during the system t period
  • p j (t)>0 is charging
  • p j (t) ⁇ 0 is discharging
  • N g is the number of generator sets in the wide-area power system
  • K is the set of topological points of the charging and discharging grids of electric vehicles in different regions
  • N v is the number of electric vehicles connected under a certain topological point.
  • Step 5 Read the relevant data of the electric vehicle participating in the charging and discharging service electric vehicle in real time, and calculate the charging and discharging command value of the electric vehicle participating in the grid charging and discharging service.
  • the step 5 specifically includes the following steps:
  • Step 51 Using the charging and discharging power p j (t) of the electric vehicle in the t period, based on the power demand of the electric system for the electric vehicle group and the dynamic charging state of the vehicle power battery, calculating the command to participate in charging and discharging the electric vehicle power Value ⁇ j :
  • u j is the allowable working power ratio value of the electric vehicle vehicle power battery, and the ratio value is read by step 1
  • SOC j is the state of charge state of the electric vehicle j power battery, and the value is read by step 1;
  • the total demand is the total power demand of the power system for the electric vehicle j charging access point;
  • Step 52 setting a limit condition: a node active/reactive imbalance quantity equation
  • ⁇ P k is the active imbalance of node k
  • ⁇ Q k is the reactive imbalance of node k
  • U k is the voltage amplitude of node k
  • U b is the voltage amplitude of node b
  • G kb +jB kb is the mutual admittance between nodes k and b
  • ⁇ kb is the phase angle difference between nodes k and b
  • P k node k is injected with active power
  • Q k is the injected reactive power of node k
  • N c,k is the number of electric vehicles charged by node k
  • N dc,k is the number of electric vehicles discharged at node k
  • P d the active load of k- node k
  • Q d,k is the reactive power of node k Load
  • P G,k is the active component of node k power generation
  • Q G,k is the reactive power component of node k
  • P c is the average charging power of node k electric vehicle
  • P dc is the average discharge power of node k electric vehicle ;
  • step 53 the number of steps, based on the bound condition determination step, the node k 51 demands the total charge-discharge power demand is always ⁇ against their real / reactive imbalance limit, if the unbalance limit violation, please adjust the charge-discharge electric vehicle And its power, jump to step 51 to recalculate; if it does not violate the imbalance limit, proceed to step 54;
  • Step 54 Set the total electric vehicle charging and discharging power of each power grid node obtained in step 53 and the electric vehicle and the charging and discharging power command of the participating electric power system charging and discharging service determined in step 51 as final power command values.
  • Step 6 The charging and discharging power command of the electric vehicle participating in the charging and discharging service is stored and output.
  • step 6 the data storage and management module stores the power commands of the electric vehicles participating in the charging and discharging service calculated in step 5, and outputs the power commands to the power distribution and control module through the communication module to perform charging and discharging on the electric vehicle. Power control, while realizing the real-time power control function of the vehicle power battery.
  • the above technical solution has the advantages of comprehensive consideration, simple calculation, and easy realization, and can realize the best combination of the output of the generator set in the wide-area power system and the charging and discharging of the electric vehicle, and real-time monitoring the charging and discharging power of the electric vehicle to avoid its Battery loss caused by charging or over-discharging. Since the invention first selects an electric vehicle participating in the charging and discharging service of the power system through the double-layer optimization algorithm, and then allocates the charging and discharging power of the electric vehicle according to the restriction condition, the operation safety of the power system is greatly improved, stable, and economical. Green and other properties, thus achieving convenient and effective electric vehicle charging and discharging power control in the wide-area power system.
  • the invention will take into account the charging and discharging effects of the electric vehicle in the wide-area power system, consider the linkage relationship with the generator set and the power network, and unify the electric vehicle, the generator set and the power network based on the double-layer optimization model.
  • a control method and system for a wide-area electric vehicle group is constructed to achieve real-time linkage control of the three.
  • the method is easy to implement and master in practical engineering applications.
  • the power system can fully utilize the role of the electric vehicle as a mobile energy storage device, and realize the safe, stable, economical and green operation of the power system.
  • the method firstly analyzes the battery status and historical default rate of the electric vehicle applied for charging and discharging services, and selects the electric vehicle that can participate in the charging and discharging service of the electric vehicle in the future. Then, the method of comparing the power transmission cost determines the power generation.

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Abstract

一种电动汽车充放电控制方法，方法首先是通过对申请加入电网充放电服务电动汽车的电池状态、历史违约率等信息的分析，筛选出未来可参与电动汽车充放电服务的电动汽车；然后，通过电能传输成本比较的方法确定发电机组与电动汽车的最优组合状态；继而对充放电电动汽车状态的实时监控，对其进行实时功率控制，从而实现电动汽车群在满足电力系统充放电服务需求的同时，实现对电动汽车充放电的能量管理和实时控制，降低充放电对车载动力电池的影响。

Description

电动汽车充放电控制系统及方法 技术领域
本发明属于智能电网及能量存储与转换技术领域，具体涉及到对参与电网互动服务的电动汽车进行筛选、调度的控制方法及其系统，尤其适用于大规模电动汽车接入电网后，结合电力系统运行情况对电动汽车的充放电行为，充放电功率及能量交易进行调控、管理的方法。
背景技术
电动汽车的发展已成为汽车产业未来发展的趋势，大规模电动汽车接入电网，必将对整个电力系统造成影响。这使得对大量分布式电动汽车的充电、放电行为进行远程控制，成为电力系统应对电动汽车普及、调节二者利益关系的必然选择。
通过合理控制充电设施上的换流器，高效实现将电动汽车视为一特殊移动储能单元的充放电功能，能在很大程度上解决广域电力系统中电力调频、备用服务和分布式电源电能消纳等服务的需求，对提高电力系统整体电能质量的提高，降低电动汽车持有者成本具有重要的意义。
从车载动力电池的角度来说，过度的充电和过度的放电都会对电池的寿命造成影响，同时造成电网电能的浪费。因此，监控好电池荷电状态、在广域电力系统内合理分配好总功率需求，对电池的充放电进行动态控制是有必要的。
目前已有的资料中仅将电动汽车视为一特殊蓄电池进行局部控制，未考虑广域电力系统中，发电机组、电网与电动汽车间的互动关系，未将电动汽车充放电与发电机组间的动态匹配关系计入在内，与电力系统现实情况不符，实用性不强。
发明内容
有鉴于此，本发明的目的是提供一种对参与电网互动服务的电动汽车进行筛选、调度的控制系统及其方法。
本发明的目的之一是通过这样的技术方案实现的，电动汽车充放电控制系统，包括总控平台和检测模块；所述总控平台包括通讯模块、数据存储与管理模块、双层次优化控制模块和功率分配控制模块；
所述通讯模块，用于实现总控平台与电动汽车间的双向互动，向电动汽车用户传达充放 电服务需求，向总控台传输电动汽车参与充放电服务的意愿和电池状态的实时数据，并与充电机中的功率控制模块进行数据传输与通信；
所述数据存储与管理模块，用于存储和管理电动汽车充放电的相关数据，将电动汽车充放电的功率命令值按协议赋值给相关接口变量，供总控平台调用；
所述双层次优化控制模块，用于实时确定广域电力系统中发电机组的启停和出力情况，实时计算参与电网充放电服务电动汽车充放电功率的决策变量，并通过决策变量和发电机组数据的整合、分析，确定参与充放电服务的电动汽车数量和实时充放电功率；
所述功率分配控制模块，该模块在接受到通讯模块的功率控制指令后对电动汽车的充放电功率进行控制；
所述检测模块，用于对接入电网电动汽车的动力电池状态进行实施检测，并将检测数据通过通讯模块发送给总控平台。
本发明的目的之二是通过以下技术方案实现的，电动汽车充放电控制方法，包括以下步骤：
步骤1、实时读取广域电力系统各个负荷点的负荷情况，分析未来时段内该广域电力系统的电能需求；实时读取意愿参加电力系统充放电服务电动汽车的相关数据，并通过数据存储与管理模块对数据进行存储和管理；
步骤2、确定发电机组i在t时段内传送电能到广域网的总成本；
步骤3、确定电动汽车j参与充放电服务的总成本，筛选出可调度电动汽车群；
步骤4、根据步骤2和步骤3，得出发电机组与参与充放电服务电动汽车的组合；
步骤5、实时读取参与充放电服务电动汽车动力电池的相关数据，计算出参与电网充放电服务电动汽车的充放电命令值；
步骤6、将参与充放电服务电动汽车的充放电功率命令进行储存后输出。
进一步，步骤1中，电动汽车的相关数据包括：电动汽车以往参与充放电服务的违约率、电动汽车接入电力系统的网络拓扑点、电动汽车可接受的充放电电能需求、电动汽车车载动力电池的额定功率、可控状态值、最大允许工作功率比例值、荷电状态值、最大允许放电功率和最大允许充电功率；其中，最大允许放电功率和最大允许充电功率均为最大允许工作功率；当电动汽车充放电电能需求为正值时，表示电动汽车愿意参加充电服务，此时所述的最大允许工作功率即为最大允许充电功率；当电动汽车充放电电能需求为负值时，表示电动汽车愿意参加放电服务，此时所述的最大允许工作功率即为最大允许充电功率。
进一步，所述步骤2具体包括以下子步骤：
步骤21、衡量未来t时段内，发电机组i是否可参与电力调度；
步骤22、通过对发电机组i发电效率和燃料成本的历史数据，确定发电机组的燃料成本
Figure PCTCN2014086224-appb-000001
步骤23、通过对发电机组i碳排放系数和碳排放成本的历史数据，确定发电机组的排放成本
Figure PCTCN2014086224-appb-000002
步骤24、通过对发电机组i到广域电网负荷点间的传输模拟，计量调度电量pi(t)在传输过程中的网损，进而计算出网损成本
Figure PCTCN2014086224-appb-000003
步骤25、基于发电机组i的燃料成本、排放成本和网损成本，确定出机组i在t时段内传送电能到广域网的总成本
Figure PCTCN2014086224-appb-000004
总成本函数为：
Figure PCTCN2014086224-appb-000005
Figure PCTCN2014086224-appb-000006
其中，pi(t)表示发电机组参与电能调度时的调度电量，
Figure PCTCN2014086224-appb-000007
表示最小调度电量，
Figure PCTCN2014086224-appb-000008
表示最大调度电量，
Figure PCTCN2014086224-appb-000009
表示电力系统的电能需求，
Figure PCTCN2014086224-appb-000010
表示发电机组到电网负荷点电能在传输过程中的损失。
进一步，所述步骤3具体包括以下子步骤：
步骤31、确定在t时段内，电动汽车j是否愿意参加充放电服务；
步骤32、对愿意参加充放服务的电动汽车，衡量其意愿电价，确定电动汽车的充放电电量成本
Figure PCTCN2014086224-appb-000011
步骤33、通过历史数据衡量分析电动汽车j参与充放电服务时，可能出现的意外事件Ej的概率P(Ej)P(Yt|Ej)，及其出现的后果s(Yt)，进而计算出电动汽车参与充放电服务产生的风险成本
Figure PCTCN2014086224-appb-000012
步骤34、通过对电动汽车j参与充放电进行模拟，计量电能在传输过程中的网损，进而计算出网损成本
Figure PCTCN2014086224-appb-000013
步骤35、基于参与充放电电动汽车j的交易成本、风险成本、网损成本，确定出电动汽车j参与充放电服务的总成本
Figure PCTCN2014086224-appb-000014
成本函数为：
Figure PCTCN2014086224-appb-000015
Figure PCTCN2014086224-appb-000016
其中，
Figure PCTCN2014086224-appb-000017
为电力系统在t时段对电动汽车j的电能需求，
Figure PCTCN2014086224-appb-000018
表示电动汽车参与充放电时电能在传输过程中的损失，P(Yt|Ej)为发生意外事件Ej造成后果Yt的可能性，s(Yt)为后果Yt发生时可能造成的损失，pj(t)表示电动汽车j参与充放电时的电能，
Figure PCTCN2014086224-appb-000019
表示电动汽车j参与充放电时的电能最小值，
Figure PCTCN2014086224-appb-000020
表示电动汽车j参与充放电时的电能最大值。
进一步，步骤4中发电机组与可控制电动汽车的组合的目标函数为：
Figure PCTCN2014086224-appb-000021
且满足：
Figure PCTCN2014086224-appb-000022
其中，p需求(t)为电力系统在t时段内的电能总需求，p网损(t)为电能传输中造成的网损，故p需求(t)+p网损(t)公为电力系统t时段电能的实际需求量，
Figure PCTCN2014086224-appb-000023
为电动汽车充放电功率为pj(t)时的充放电总成本，pj(t)>0时为充电，pj(t)<0为放电，pj(t)＝0时为未参加充放电服务，Ng为广域电力系统中发电机组的数量，K为不同区域电动汽车充放电电网拓扑点集合，Nv为某一拓扑点下接入的电动汽车数量。
进一步，所述步骤5具体包括以下步骤：
步骤51、利用电动汽车在t时段内的充放功率pj(t)，基于电力系统对电动汽车群的功率需求和车载动力电池的动态荷电状态，计算出参与充放电电动汽车功率的命令值γj：
Figure PCTCN2014086224-appb-000024
上式中uj为电动汽车车载动力电池的允许工作功率比例值，该比例值通过步骤1读取， SOCj为电动汽车j动力电池的荷电状态值，该值通过步骤1读取；γ总需求为电力系统对电动汽车j充电接入点的总功率需求；
步骤52、设置越限条件：节点有功/无功不平衡量方程，
Figure PCTCN2014086224-appb-000025
上式(3)中：ΔPk为节点k的有功不平衡量，ΔQk为节点k的无功不平衡量；Uk为节点k的电压幅值，Ub为节点b的电压幅值，Gkb+jBkb为节点k、b间的互导纳；δkb为节点k、b间的相角差；Pk节点k的注入有功功率，Qk分别为节点k的注入无功功率，具体为：
Figure PCTCN2014086224-appb-000026
上式(4)中Nc,k为节点k充电电动汽车数量，Ndc,k为节点k放电电动汽车数量；Pd,k节点k的有功负荷，Qd,k为节点k的无功负荷；PG,k为节点k发电功率有功分量，QG,k为节点k发电功率无功分量，Pc为节点k电动汽车的平均充电功率、Pdc为节点k电动汽车的平均放电功率；
步骤53、基于上述越限条件判断步骤51中节点k的总充放电功率需求γ总需求是违反其有功/无功的不平衡限制，如果违反不平衡限制，则需调整充放电电动汽车的数量及其功率，跳转至步骤51重新计算；如果不违反不平衡限制，则进入步骤54；
步骤54、将步骤53所得各电网节点总电动汽车充放电功率和步骤51确定的参与电力系统充放电服务的电动汽车及其充放电功率命令设置为最终功率命令值。
由于采用了上述技术方案，本发明具有如下的优点:
本发明将对广域电力系统内电动汽车的充放电影响计入在内，考虑其与发电机组、电力网络间的联动关系，基于双层次优化模型将电动汽车、发电机组、电力网络统一到一个控制框架内，构建广域电动汽车群的控制方法和系统，以实现对三者的实时联动控制。该方法在实际工程应用中易于实现和掌握，通过该方法和控制系统，电力系统可充分发挥电动汽车作为一移动储能设备的角色，实现电力系统的安全、稳定、经济、绿色的运行。该方法首先是通过对申请加入电网充放电服务电动汽车的电池状态、历史违约率等信息的分析，筛选出未来可参与电动汽车充放电服务的电动汽车；然后，电能传输成本比较的方法确定发电机组与电动汽车的最优组合状态，对电动汽车的充放电功率进行实时监控，避免其因过充或过放造成的电池损耗；继而对充放电电动汽车状态的实时监控，对其进行实时功率控制，从而实现电动汽车群在满足电力系统充放电服务需求的同时，实现对电动汽车充放电的能量管理和实时控制，降低充放电对车载动力电池的影响。
附图说明
为了使本发明的目的、技术方案和优点更加清楚，下面将结合附图对本发明作进一步的详细描述，其中：
图1为本发明电动汽车群充放电与电力系统互动的示意图；
图2为本发明基于双层次优化策略的电动汽车群充放电能量管理系统实施框图。
具体实施方式
以下将结合附图，对本发明的优选实施例进行详细的描述；应当理解，优选实施例仅为了说明本发明，而不是为了限制本发明的保护范围。
如图1所示，广域电力系统中，不同节点均连接一定数量的电动汽车，电动汽车通过充放电机与电网相连，每台充放电机内包括一通讯模块和一双向变流器；通过通讯模块，可实现电动汽车用户与控制系统的双向互动；通过双向变流器可执行对相应电动汽车的投切控制及充放电功率指令等功能。
如图2所示，电动汽车充放电控制系统，包括总控平台和检测模块；总控平台根据预测负荷曲线、发电机组的反馈情况等信息制定各时段V2G调度计划，与电动汽车双向互动；所述总控平台包括通讯模块、数据存储与管理模块、双层次优化控制模块和功率分配控制模块；
所述通讯模块，用于实现总控平台与电动汽车间的双向互动，向电动汽车用户传达充放电服务需求，向总控台传输电动汽车参与充放电服务的意愿和电池状态的实时数据，并与充电机中的功率控制模块进行数据传输与通信。
所述数据存储与管理模块，用于存储和管理电动汽车充放电的相关数据，将电动汽车充放电的功率命令值按协议赋值给相关接口变量，供总控平台调用。数据存储与管理模块管理和存储的数据包括各电动汽车参与充放电服务的数据、参与充放电服务电动汽车的可控状态数据、电力系统内发电机组的出力状态数据、电力网络内各负荷点状态信号和电力系统对各接入点电动汽车的功率需求信号，并将上述信号输出到双层次优化控制模块。数据存储与管理模块管理和存储的数据还包括参与充放电服务电动汽车的电池状态信号，并将其连同前述的信号一起输出到功率分配控制模块。
所述双层次优化控制模块，用于实时确定广域电力系统中发电机组的启停和出力情况，实时计算参与电网充放电服务电动汽车充放电功率的决策变量，并通过决策变量和发电机组数据的整合、分析，确定参与充放电服务的电动汽车数量和实时充放电功率，并将决策变量输出到功率分配控制模块。
所述功率分配控制模块，该模块在接受到通讯模块的功率控制指令后对电动汽车的充放电功率进行控制。
所述检测模块，用于对接入电网电动汽车的动力电池状态进行实施检测，并将检测数据通过通讯模块发送给总控平台。
基于上述控制系统，本发明还提供一种电动汽车充放电控制方法，包括以下步骤：
步骤1、实时读取广域电力系统各个负荷点的负荷情况，分析未来时段内该广域电力系统的电能需求；实时读取意愿参加电力系统充放电服务电动汽车的相关数据，并通过数据存储与管理模块对数据进行存储和管理。
电动汽车的相关数据包括：电动汽车以往参与充放电服务的违约率、电动汽车接入电力系统的网络拓扑点、电动汽车可接受的充放电电能需求、电动汽车车载动力电池的额定功率、可控状态值、最大允许工作功率比例值、荷电状态值、最大允许放电功率和最大允许充电功率；其中，最大允许放电功率和最大允许充电功率均为最大允许工作功率；当电动汽车充放电电能需求为正值时，表示电动汽车愿意参加充电服务，此时所述的最大允许工作功率即为最大允许充电功率；当电动汽车充放电电能需求为负值时，表示电动汽车愿意参加放电服务，此时所述的最大允许工作功率即为最大允许充电功率。
步骤2、确定发电机组i在t时段内传送电能到广域网的总成本。
所述步骤2具体包括以下子步骤：
步骤21、衡量未来t时段内，发电机组i是否可参与电力调度；
步骤22、通过对发电机组i发电效率和燃料成本的历史数据，确定发电机组的燃料成本
Figure PCTCN2014086224-appb-000027
步骤23、通过对发电机组i碳排放系数和碳排放成本的历史数据，确定发电机组的排放成本
Figure PCTCN2014086224-appb-000028
步骤24、通过对发电机组i到广域电网负荷点间的传输模拟，计量调度电量pi(t)在传输过程中的网损，进而计算出网损成本
Figure PCTCN2014086224-appb-000029
步骤25、基于发电机组i的燃料成本、排放成本和网损成本，确定出机组i在t时段内传送电能到广域网的总成本
Figure PCTCN2014086224-appb-000030
总成本函数为：
Figure PCTCN2014086224-appb-000031
Figure PCTCN2014086224-appb-000032
其中，pi(t)表示发电机组参与电能调度时的调度电量，
Figure PCTCN2014086224-appb-000033
表示最小调度电量，
Figure PCTCN2014086224-appb-000034
表示最大调度电量，
Figure PCTCN2014086224-appb-000035
表示电力系统的电能需求，
Figure PCTCN2014086224-appb-000036
表示发电机组到电网负荷点电能在传输过程中的损失。
步骤3、确定电动汽车j参与充放电服务的总成本，筛选出可调度电动汽车群。
所述步骤3具体包括以下子步骤：
步骤31、确定在t时段内，电动汽车j是否愿意参加充放电服务；
步骤32、对愿意参加充放服务的电动汽车，衡量其意愿电价，确定电动汽车的充放电电量成本
Figure PCTCN2014086224-appb-000037
步骤33、通过历史数据衡量分析电动汽车j参与充放电服务时，可能出现的意外事件Ej的概率P(Ej)P(Yt|Ej)，及其出现的后果s(Yt)，进而计算出电动汽车参与充放电服务产生的风险成本
Figure PCTCN2014086224-appb-000038
步骤34、通过对电动汽车j参与充放电进行模拟，计量电能在传输过程中的网损，进而计算出网损成本
Figure PCTCN2014086224-appb-000039
步骤35、基于参与充放电电动汽车j的交易成本、风险成本、网损成本，确定出电动汽车j参与充放电服务的总成本
Figure PCTCN2014086224-appb-000040
成本函数为：
Figure PCTCN2014086224-appb-000041
Figure PCTCN2014086224-appb-000042
其中，
Figure PCTCN2014086224-appb-000043
为电力系统在t时段对电动汽车j的电能需求，
Figure PCTCN2014086224-appb-000044
表示电动汽车参与充放电时电能在传输过程中的损失，P(Yt|Ej)为发生意外事件Ej造成后果Yt的可能性，s(Yt)为后果Yt发生时可能造成的损失，
Figure PCTCN2014086224-appb-000045
表示电动汽车j参与充放电时的电能最小值，
Figure PCTCN2014086224-appb-000046
表示电动汽车j参与充放电时的电能最大值。
步骤4、根据步骤2和步骤3，得出发电机组与参与充放电服务电动汽车的组合。
步骤4中发电机组与可控制电动汽车的组合的目标函数为：
Figure PCTCN2014086224-appb-000047
且满足：
Figure PCTCN2014086224-appb-000048
其中，p需求(t)为电力系统在t时段内的电能总需求，p网损(t)为电能传输中造成的网损，故p需求(t)+p网损(t)公为电力系统t时段电能的实际需求量，
Figure PCTCN2014086224-appb-000049
为电动汽车充放电功率为pj(t)时的充放电总成本，pj(t)>0时为充电，pj(t)<0为放电，pj(t)＝0时为未参加充放电服务，Ng为广域电力系统中发电机组的数量，K为不同区域电动汽车充放电电网拓扑点集合，Nv为某一拓扑点下接入的电动汽车数量。
步骤5、实时读取参与充放电服务电动汽车动力电池的相关数据，计算出参与电网充放电服务电动汽车的充放电命令值。
所述步骤5具体包括以下步骤：
步骤51、利用电动汽车在t时段内的充放功率pj(t)，基于电力系统对电动汽车群的功率需求和车载动力电池的动态荷电状态，计算出参与充放电电动汽车功率的命令值γj：
Figure PCTCN2014086224-appb-000050
上式中uj为电动汽车车载动力电池的允许工作功率比例值，该比例值通过步骤1读取，SOCj为电动汽车j动力电池的荷电状态值，该值通过步骤1读取；γ总需求为电力系统对电动汽车j充电接入点的总功率需求；
步骤52、设置越限条件：节点有功/无功不平衡量方程，
Figure PCTCN2014086224-appb-000051
上式(3)中：ΔPk为节点k的有功不平衡量，ΔQk为节点k的无功不平衡量；Uk为节点k的电压幅值，Ub为节点b的电压幅值，Gkb+jBkb为节点k、b间的互导纳；δkb为节点k、b间 的相角差；Pk节点k的注入有功功率，Qk分别为节点k的注入无功功率，具体为：
Figure PCTCN2014086224-appb-000052
上式(4)中Nc,k为节点k充电电动汽车数量，Ndc,k为节点k放电电动汽车数量；Pd,k节点k的有功负荷，Qd,k为节点k的无功负荷；PG,k为节点k发电功率有功分量，QG,k为节点k发电功率无功分量，Pc为节点k电动汽车的平均充电功率、Pdc为节点k电动汽车的平均放电功率；
步骤53、基于上述越限条件判断步骤51中节点k的总充放电功率需求γ总需求是违反其有功/无功的不平衡限制，如果违反不平衡限制，则需调整充放电电动汽车的数量及其功率，跳转至步骤51重新计算；如果不违反不平衡限制，则进入步骤54；
步骤54、将步骤53所得各电网节点总电动汽车充放电功率和步骤51确定的参与电力系统充放电服务的电动汽车及其充放电功率命令设置为最终功率命令值。
步骤6、将参与充放电服务电动汽车的充放电功率命令进行储存后输出。
在步骤6中，通过数据存储与管理模块对步骤5中计算出的各参与充放电服务电动汽车的功率命令进行存储后，通过通讯模块输出至功率分配与控制模块，以执行对电动汽车充放电的功率控制，同时实现对车载动力电池的实时功率控制功能。
上述技术方案具有考虑全面、计算简单、便于实现等优点，可实现广域电力系统内发电机组出力与电动汽车充放电的最佳组合，对电动汽车的充放电功率进行实时监控，避免其因过充或过放造成的电池损耗。由于本发明先通过双层次优化算法挑选出参与电力系统充放电服务的电动汽车，然后根据限制条件，对电动汽车的充放电功率进行分配，大大提高了电力系统的运行安全、稳定、经济、绿色等性质，从而实现了广域电力系统内便捷、有效的电动汽车充放电功率控制。
本发明将对广域电力系统内电动汽车的充放电影响计入在内，考虑其与发电机组、电力网络间的联动关系，基于双层次优化模型将电动汽车、发电机组、电力网络统一到一个控制框架内，构建广域电动汽车群的控制方法和系统，以实现对三者的实时联动控制。该方法在实际工程应用中易于实现和掌握，通过该方法和控制系统，电力系统可充分发挥电动汽车作为一移动储能设备的角色，实现电力系统的安全、稳定、经济、绿色的运行。该方法首先是通过对申请加入电网充放电服务电动汽车的电池状态、历史违约率等信息的分析，筛选出未来可参与电动汽车充放电服务的电动汽车；然后，电能传输成本比较的方法确定发电机组与电动汽车的最优组合状态，对电动汽车的充放电功率进行实时监控，避免其因过充或过放造成的电池损耗；继而对充放电电动汽车状态的实时监控，对其进行实时功率控制，从而实现电动汽车群在满足电力系统充放电服务需求的同时，实现对电动汽车充放电的能量管理和实 时控制，降低充放电对车载动力电池的影响。
以上所述仅为本发明的优选实施例，并不用于限制本发明，显然，本领域的技术人员可以对本发明进行各种改动和变型而不脱离本发明的精神和范围。这样，倘若本发明的这些修改和变型属于本发明权利要求及其等同技术的范围之内，则本发明也意图包含这些改动和变型在内。

Claims (7)

  1. 电动汽车充放电控制系统，其特征在于：包括总控平台和检测模块；
    所述总控平台包括通讯模块、数据存储与管理模块、双层次优化控制模块和功率分配控制模块；
    所述通讯模块，用于实现总控平台与电动汽车间的双向互动，向电动汽车用户传达充放电服务需求，向总控台传输电动汽车参与充放电服务的意愿和电池状态的实时数据，并与充电机中的功率控制模块进行数据传输与通信；
    所述数据存储与管理模块，用于存储和管理电动汽车充放电的相关数据，将电动汽车充放电的功率命令值按协议赋值给相关接口变量，供总控平台调用；
    所述双层次优化控制模块，用于实时确定广域电力系统中发电机组的启停和出力情况，实时计算参与电网充放电服务电动汽车充放电功率的决策变量，并通过决策变量和发电机组数据的整合、分析，确定参与充放电服务的电动汽车数量和实时充放电功率；
    所述功率分配控制模块，该模块在接受到通讯模块的功率控制指令后对电动汽车的充放电功率进行控制；
    所述检测模块，用于对接入电网电动汽车的动力电池状态进行实施检测，并将检测数据通过通讯模块发送给总控平台。
  2. 电动汽车充放电控制方法，其特征在于：包括以下步骤：
    步骤1、实时读取广域电力系统各个负荷点的负荷情况，分析未来时段内该广域电力系统的电能需求；实时读取意愿参加电力系统充放电服务电动汽车的相关数据，并通过数据存储与管理模块对数据进行存储和管理；
    步骤2、确定发电机组i在t时段内传送电能到广域网的总成本；
    步骤3、确定电动汽车j参与充放电服务的总成本，筛选出可调度电动汽车群；
    步骤4、根据步骤2和步骤3，得出发电机组与参与充放电服务电动汽车的组合；
    步骤5、实时读取参与充放电服务电动汽车动力电池的相关数据，计算出参与电网充放电服务电动汽车的充放电命令值；
    步骤6、将参与充放电服务电动汽车的充放电功率命令进行储存后输出。
  3. 根据权利要求2所述的电动汽车充放电控制方法，其特征在于：步骤1中，电动汽车的相关数据包括：电动汽车以往参与充放电服务的违约率、电动汽车接入电力系统的网络拓扑点、电动汽车可接受的充放电电能需求、电动汽车车载动力电池的额定功率、可控状态值、最大允许工作功率比例值、荷电状态值、最大允许放电功率和最大允许充电功 率；其中，最大允许放电功率和最大允许充电功率均为最大允许工作功率；当电动汽车充放电电能需求为正值时，表示电动汽车愿意参加充电服务，此时所述的最大允许工作功率即为最大允许充电功率；当电动汽车充放电电能需求为负值时，表示电动汽车愿意参加放电服务，此时所述的最大允许工作功率即为最大允许充电功率。
  4. 根据权利要求2所述的电动汽车充放电控制方法，其特征在于：所述步骤2具体包括以下子步骤：
    步骤21、对发电机组的运行状态进行实施监控，衡量未来t时段内，发电机组i是否可参与电力调度；
    步骤22、通过对发电机组i发电效率和燃料成本的历史数据，确定发电机组的燃料成本
    Figure PCTCN2014086224-appb-100001
    步骤23、通过对发电机组i碳排放系数和碳排放成本的历史数据，确定发电机组的排放成本
    Figure PCTCN2014086224-appb-100002
    步骤24、通过对发电机组i到广域电网负荷点间的传输模拟，计量调度电量pi(t)在传输过程中的网损，进而计算出网损成本
    Figure PCTCN2014086224-appb-100003
    步骤25、基于发电机组i的燃料成本、排放成本和网损成本，确定出机组i在t时段内传送电能到广域网的总成本
    Figure PCTCN2014086224-appb-100004
    总成本函数为：
    Figure PCTCN2014086224-appb-100005
    Figure PCTCN2014086224-appb-100006
    其中，pi(t)表示发电机组参与电能调度时的调度电量，
    Figure PCTCN2014086224-appb-100007
    表示最小调度电量，
    Figure PCTCN2014086224-appb-100008
    表示最大调度电量，
    Figure PCTCN2014086224-appb-100009
    表示电力系统的电能需求，
    Figure PCTCN2014086224-appb-100010
    表示发电机组到电网负荷点电能在传输过程中的损失。
  5. 根据权利要求2所述的电动汽车充放电控制方法，其特征在于：所述步骤3具体包括以下子步骤：
    步骤31、根据电动汽车接入电网时的充放电服务申请情况，确定在t时段内，电动汽车j是否愿意参加充放电服务；
    步骤32、对愿意参加充放服务的电动汽车，衡量其意愿电价，确定电动汽车的充放电电量成本
    Figure PCTCN2014086224-appb-100011
    步骤33、通过历史数据衡量分析电动汽车j参与充放电服务时，可能出现的意外事件Ej 的概率P(Ej)P(Yt|Ej)，及其造成的损失s(Yt)，进而计算出电动汽车参与充放电服务产生的风险成本
    Figure PCTCN2014086224-appb-100012
    步骤34、通过对电动汽车j参与充放电进行模拟，计量电能在传输过程中的网损，进而计算出网损成本
    Figure PCTCN2014086224-appb-100013
    步骤35、基于参与充放电电动汽车j的交易成本、风险成本、网损成本，确定出电动汽车j参与充放电服务的总成本
    Figure PCTCN2014086224-appb-100014
    成本函数为：
    Figure PCTCN2014086224-appb-100015
    Figure PCTCN2014086224-appb-100016
    其中，
    Figure PCTCN2014086224-appb-100017
    为电力系统在t时段对电动汽车j的电能需求，
    Figure PCTCN2014086224-appb-100018
    表示电动汽车参与充放电时电能在传输过程中的损失，P(Yt|Ej)为发生意外事件Ej造成后果Yt的可能性，s(Yt)为后果Yt发生时可能造成的损失，pj(t)表示电动汽车j参与充放电时的电能，
    Figure PCTCN2014086224-appb-100019
    表示电动汽车j参与充放电时的电能最小值，
    Figure PCTCN2014086224-appb-100020
    表示电动汽车j参与充放电时的电能最大值。
  6. 根据权利要求2所述的电动汽车充放电控制方法，其特征在于：步骤4中发电机组与可控制电动汽车的组合的目标函数为：
    Figure PCTCN2014086224-appb-100021
    且满足：
    Figure PCTCN2014086224-appb-100022
    其中，p需求(t)为电力系统在t时段内的电能总需求，p网损(t)为电能传输中造成的网损，故p需求(t)+p网损(t)公为电力系统t时段电能的实际需求量，
    Figure PCTCN2014086224-appb-100023
    为电动汽车充 放电功率为pj(t)时的充放电总成本，pj(t)>0时为充电，pj(t)<0为放电，pj(t)＝0时为未参加充放电服务，Ng为广域电力系统中发电机组的数量，K为不同区域电动汽车充放电电网拓扑点集合，Nv为某一拓扑点下接入的电动汽车数量。
  7. 根据权利要求2所述的电动汽车充放电控制方法，其特征在于：所述步骤5具体包括以下步骤：
    步骤51、利用电动汽车在t时段内的充放电功率pj(t)，基于电力系统对电动汽车群的功率需求和车载动力电池的动态荷电状态，计算出参与充放电电动汽车功率的命令值γj：
    Figure PCTCN2014086224-appb-100024
    上式中uj为电动汽车车载动力电池的允许工作功率比例值，该比例值通过步骤1读取，SOCj为电动汽车j动力电池的荷电状态值，该值通过步骤1读取；γ总需求为电力系统对电动汽车j充电接入点的总功率需求；
    步骤52、设置越限条件：节点有功/无功不平衡量方程，
    Figure PCTCN2014086224-appb-100025
    上式(3)中：ΔPk为节点k的有功不平衡量，ΔQk为节点k的无功不平衡量；Uk为节点k的电压幅值，Ub为节点b的电压幅值，Gkb+jBkb为节点k、b间的互导纳；δkb为节点k、b间的相角差；Pk节点k的注入有功功率，Qk分别为节点k的注入无功功率，具体为：
    Figure PCTCN2014086224-appb-100026
    上式(4)中Nc,k为节点k充电电动汽车数量，Ndc,k为节点k放电电动汽车数量；Pd,k节点k的有功负荷，Qd,k为节点k的无功负荷；PG,k为节点k发电功率有功分量，QG,k为节点k发电功率无功分量，Pc为节点k电动汽车的平均充电功率、Pdc为节点k电动汽车的平均放电功率；
    步骤53、基于上述越限条件判断步骤51中节点k的总充放电功率需求γ总需求是否违反其有功/无功的不平衡限制，如果违反不平衡限制，则需调整充放电电动汽车的数量及其功率，跳转至步骤51重新计算；如果不违反不平衡限制，则进入步骤54；
    步骤54、将步骤53所得各电网节点总电动汽车充放电功率和步骤51确定的参与电力系统充放电服务的电动汽车及其充放电功率命令设置为最终功率命令值。
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