WO2015143891A1 - 一种电动汽车储能充放电虚拟同步电机控制方法 - Google Patents

一种电动汽车储能充放电虚拟同步电机控制方法 Download PDF

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Publication number
WO2015143891A1
WO2015143891A1 PCT/CN2014/093002 CN2014093002W WO2015143891A1 WO 2015143891 A1 WO2015143891 A1 WO 2015143891A1 CN 2014093002 W CN2014093002 W CN 2014093002W WO 2015143891 A1 WO2015143891 A1 WO 2015143891A1
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Prior art keywords
synchronous motor
voltage
interface
virtual synchronous
grid
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PCT/CN2014/093002
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English (en)
French (fr)
Inventor
吕志鹏
盛万兴
刘海涛
钟庆昌
李蕊
梁惠施
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China Electric Power Research Institute Co Ltd CEPRI
State Grid Liaoning Electric Power Co Ltd
State Grid Corp of China SGCC
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China Electric Power Research Institute Co Ltd CEPRI
State Grid Liaoning Electric Power Co Ltd
State Grid Corp of China SGCC
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Publication of WO2015143891A1 publication Critical patent/WO2015143891A1/zh
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    • 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
    • B60L53/20—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 converters located in the vehicle
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • 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
    • H02J7/02—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from AC mains by converters
    • 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
    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • 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
    • H02J2207/00—Details of circuit arrangements for charging or discharging batteries or supplying loads from batteries
    • H02J2207/20—Charging or discharging characterised by the power electronics converter
    • 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
    • Y02E60/10—Energy storage using 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
    • Y02T10/70—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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • 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
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for 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
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the invention relates to a control method for energy storage of an electric vehicle, in particular to a control method for a virtual synchronous motor for energy storage and discharge of an electric vehicle.
  • the electric vehicle load Under the condition of ensuring the power quality of the grid, the electric vehicle load has a certain demand side response adjustment capability, and has certain inertia and damping to reduce electric power. The impact of vehicle load on the grid.
  • its charging and discharging interface and its control technology are still to be further studied.
  • the charge and discharge circuit interface of the electric vehicle can be equivalently controlled as a synchronous motor under the action of the virtual motor control strategy, it can automatically have interaction with the grid, demand side response, etc. Advanced Features.
  • the American Society of Automotive Engineers introduced the SAE J1772 charging standard, which regulates the design and manufacture of electrical interface circuits.
  • the standard divides the charging system into three levels, namely AC level 1, AC level 2 and DC level, to meet the different needs of conventional charging and fast charging, respectively.
  • AC grades 1 and 2 in this standard require charging equipment to take power from a single-phase AC grid and provide 2 to 8 kW of conventional charging capability for electric vehicles.
  • it is required to provide the charging capacity of 400A and 240kW for electric vehicles in the DC level.
  • the standard stipulates that the minimum input bus voltage of DC-level charging equipment is 600V, while the voltage of electric vehicle batteries is low, generally 36V, 48V, 60V and 72V. It can be seen that in order to meet the voltage matching between the DC bus and the electric vehicle battery in the charging and discharging circuit, it is necessary to introduce a DC/DC converter with a high power and a wide output voltage range between the two.
  • the existing common electric vehicle charging interface circuits mainly have the three types shown in Figure 1.
  • Uncontrolled rectifier structure with power frequency isolation as shown in Figure 1(a).
  • the main advantages of this type of interface circuit are: strong dynamic response capability, small DC side ripple voltage, and so on.
  • the isolation transformer due to the existence of the isolation transformer, the entire system is bulky; in addition, the uncontrolled rectifier causes a large amount of harmonic current to be injected into the grid. In severe cases, the total current distortion rate (THD) may exceed 80%.
  • the object of the present invention is to provide a virtual synchronous motor control method for an electric vehicle energy storage and discharge, which enables the electric vehicle to store energy in response to the distribution network frequency/voltage change through the virtual motor technology, and has the function of participating in the distribution network adjustment. ability.
  • the invention provides a control method for an energy storage and discharge virtual synchronous motor of an electric vehicle, wherein the charging circuit is a high frequency isolated PWM rectifier circuit, and the PWM rectifier circuit comprises an AC interface and a DC interface which are sequentially connected,
  • the AC interface uses an H-bridge AC/DC rectifier circuit for rectifying the grid voltage to a DC voltage of 600V;
  • the DC interface uses an isolated DC/DC converter for converting a DC voltage of 600V into a DC voltage of 48V. Supply electric vehicle load;
  • the improvement is that the method comprises:
  • 2 pairs of DC interfaces are controlled by a dual loop control strategy with a voltage outer loop and a current inner loop.
  • the H-bridge AC/DC rectifier circuit of the AC interface adopts a three-phase six-bridge arm structure, each bridge arm is composed of IGBT modules, and each IGBT module is composed of an IGBT device and a diode connected in parallel with the anti-parallel;
  • the H-bridge AC/DC rectifier circuit is connected in parallel with the capacitor branch C dc ;
  • the three-phase of the AC interface H-bridge AC/DC rectifier circuit respectively corresponds to the three-phase connection with the power grid;
  • the isolated DC/DC converter of the DC interface comprises a transformer, a two-phase H-bridge circuit connected to the primary side of the transformer, and a diode filter circuit connected to the secondary side of the transformer;
  • the two-phase H-bridge circuit includes four bridge arms, Each bridge arm is composed of IGBT modules, each IGBT module is composed of an IGBT device and a diode connected in parallel with it;
  • the diode filter circuit comprises a diode branch and a capacitor branch connected in parallel; the inductor is connected to the diode branch and the capacitor Between the branches; the diode branch is composed of diodes connected in series.
  • the electric vehicle electric charging pile of the grid interconnection point is equivalent to the virtual synchronous motor
  • the mathematical model of the virtual synchronous motor control is as follows:
  • L and R are the stator inductance and resistance of the virtual synchronous motor
  • u abc is the terminal voltage of the virtual synchronous motor
  • e abc is the abbreviation of the three-phase potential of the virtual synchronous motor
  • i abc is the three-phase output current i a , i b , short for i c
  • stator inductance L and resistance R correspond to the filter inductance of the AC interface and the parasitic resistance of the filter and IGBT device.
  • the AC interface adjusts the active and reactive power of the power grid according to the frequency and voltage of the power grid
  • the adjustment of the active command in the AC interface is realized by adjusting the mechanical torque T m of the virtual synchronous motor; the T m is composed of the rated torque command T 0 and the frequency deviation feedback command ⁇ T, wherein T 0 is expressed as:
  • T 0 P ref / ⁇ (3)
  • P ref is the active command of the grid-connected inverter.
  • P ref is the control output of the DC bus voltage PI regulator; the frequency response is adjusted by the virtual frequency modulation unit, and the virtual frequency modulation unit Take the proportional link, that is, the mechanical torque deviation command ⁇ T is expressed as:
  • f is the frequency of the voltage of the virtual synchronous motor terminal
  • f 0 is the rated frequency of the power grid
  • k f is the frequency response coefficient, which is a constant negative number
  • the virtual potential command E p of the virtual synchronous motor includes: a no-load potential E 0 of the motor, a reactive reactive power adjustment potential ⁇ E Q , and a reactor terminal voltage adjustment potential ⁇ E U ;
  • k q is the reactive power adjustment coefficient
  • ⁇ E Q is the reactive command of the AC interface
  • Q is the instantaneous reactive power outputted by the AC interface terminal
  • u a , u b and u c are respectively the three camera terminal voltages of the virtual synchronous electrodes
  • ⁇ E U The voltage regulation potential of the reactor terminal ⁇ E U , ⁇ E U is equivalent to the automatic excitation regulator of the virtual synchronous motor, and the automatic excitation regulator is simplified to the proportional link, then ⁇ E U is expressed as:
  • the virtual synchronous motor potential is:
  • the virtual synchronous motor potential voltage vector is:
  • the virtual synchronous motor control strategy in the first embodiment is: after the active power adjustment, the reactive power adjustment, and the mechanical equation and the electromagnetic equation obtain the virtual synchronous motor transient potential E p and the virtual synchronous motor power angle ⁇ , 9) On the basis of the potential voltage e abc , the command value of the three-phase output current of the grid is obtained by the equation (2), and then the actual grid-connected three-phase output current i abc is guaranteed by the proportional resonance control strategy. Tracking of refabc .
  • the present invention provides a power grid friendly electric vehicle energy storage and discharge control method.
  • the rectifier circuit used in the method is composed of an AC interface and a DC interface, wherein the three-phase H-bridge rectifier circuit of the AC interface rectifies the grid voltage to 600 V DC voltage, and then converts the high-power DC/DC converter through the DC interface into 48V DC voltage to supply electric vehicle load.
  • the AC interface adopts the virtual synchronous motor control strategy, which can respond to the grid voltage/frequency adjustment, provide active and reactive support for the grid, and changes the disadvantages of the traditional one-way flow of the power of the charger can not participate in the distribution network adjustment. Significantly improve the inertia and damping of the charge and discharge interface.
  • the AC interface adopts the virtual synchronous motor control strategy to make the current distortion of the grid-connected point small and can provide the necessary voltage and frequency support for the grid to improve the stability of the system.
  • the control method can reduce the influence of the energy storage and discharge interface on the power grid and improve the adaptability of the power grid to large-scale energy storage access.
  • the DC interface adopts an isolated DC/DC converter, which can effectively achieve electrical isolation from the power grid, improve system reliability, and meet the needs of fast and constant power charging of energy storage batteries.
  • FIG. 1 is a topological diagram of a charging interface circuit of an electric vehicle in the prior art, wherein (a) is an uncontrolled rectification topology diagram with power frequency isolation; (b) an uncontrolled rectification topology diagram of high frequency isolation; (c) PWM rectification topology diagram for high frequency isolation;
  • FIG. 2 is a structural diagram of an AC interface control strategy provided by the present invention.
  • FIG. 3 is a structural diagram of a DC interface control strategy provided by the present invention.
  • the invention aims at the problem that the traditional charger has one-way flow of energy and cannot participate in the adjustment of the distribution network, and provides an electric vehicle energy storage and discharge control method controlled according to the operation mode of the synchronous motor load.
  • the virtual motor technology enables the electric vehicle to store energy in response to the distribution network frequency/voltage variation, and has the ability to participate in distribution network regulation.
  • the charging circuit used in the method of the present invention is a high-frequency isolated PWM rectifier circuit, and the PWM rectifier circuit includes an AC interface and a DC interface that are sequentially connected, and the AC
  • the interface adopts an H-bridge AC/DC rectifier circuit for rectifying the grid voltage to a DC voltage of 600V;
  • the DC interface uses an isolated DC/DC converter for converting a DC voltage of 600V into a DC voltage of 48V, and supplying Electric vehicle load;
  • H-bridge AC/DC rectifier circuit of AC interface adopts three-phase six-bridge arm structure, each bridge arm is composed of IGBT modules, and each IGBT module is composed of IGBT device and its anti-parallel diode;
  • the H-bridge AC/DC rectifier circuit is connected in parallel with the capacitor branch C dc ;
  • the three-phase connection of the AC interface H-bridge AC/DC rectifier circuit corresponds to the three-phase connection with the power grid;
  • the isolated DC/DC converter of the DC interface includes a transformer, a two-phase H-bridge circuit connected to the primary side of the transformer, and a diode filter circuit connected to the secondary side of the transformer;
  • the two-phase H-bridge circuit includes four bridge arms, each The bridge arm is composed of IGBT modules, each IGBT module is composed of an IGBT device and a diode connected in parallel with it;
  • the diode filter circuit comprises a diode branch and a capacitor branch connected in parallel;
  • the inductor is connected to the diode branch and the capacitor branch
  • the diode branch is composed of a diode connected in series.
  • the control method for the energy storage and discharge virtual synchronous motor of the electric vehicle provided by the invention comprises:
  • a virtual synchronous motor control strategy is employed. From the point of view of the grid connection, the entire electric vehicle charging pile can be equivalent to a synchronous motor load, adaptively responding to the voltage/frequency disturbance of the grid, and providing the necessary inertia and damping for the grid.
  • the mathematical model of the virtual motor control of the AC side AC/DC interface in the charging and discharging scheme is given below.
  • L and R are the stator inductance and resistance of the virtual synchronous motor
  • u abc is the terminal voltage of the virtual synchronous motor
  • e abc is the abbreviation of the three-phase potential of the virtual synchronous motor
  • i abc is the three-phase output current i a , i b , short for i c
  • stator inductance L and resistance R correspond to the filter inductance of the AC interface and the parasitic resistance of the filter and IGBT device.
  • the AC interface of the charging and discharging circuit shown in Figure 1(c) interacts with the grid and satisfies the control strategy of the demand side response of the grid, and actively adjusts the active power of the grid according to the frequency and voltage of the grid. And reactive power.
  • the present invention can realize the exchange interface adjusted by adjustment of the active command virtual synchronization mechanical torque T m of the motor.
  • T m is composed of two parts: rated torque command T 0 and frequency deviation feedback command ⁇ T, where T 0 can be expressed as:
  • T 0 P ref / ⁇ (3)
  • P ref is the active command of the grid-connected inverter.
  • P ref is the control output of the DC bus voltage PI regulator; the frequency response is adjusted by the virtual frequency modulation unit, and the virtual frequency modulation unit Take the proportional link, that is, the mechanical torque deviation command ⁇ T is expressed as:
  • f is the frequency of the terminal voltage of the virtual synchronous motor
  • f 0 is the rated frequency of the grid
  • k f is the frequency response coefficient, which is a constant negative number.
  • the synchronous motor regulates its reactive output and terminal voltage through the excitation controller. Similarly, the terminal voltage and reactive power can be adjusted by adjusting the virtual potential E p of the virtual synchronous motor model.
  • the virtual potential command E p of the virtual synchronous motor is composed of three parts. One is the no-load potential E 0 of the motor. The second is the part of the reactive power regulation ⁇ E Q , which can be expressed as:
  • k q is the reactive power adjustment coefficient
  • ⁇ E Q is the reactive command of the AC interface
  • Q is the instantaneous reactive power outputted by the AC interface terminal
  • u a , u b and u c are respectively the three camera terminal voltages of the virtual synchronous electrodes
  • the third part of the virtual potential command E p is the voltage regulation potential ⁇ E U of the reactor terminal, and ⁇ E U is equivalent to the Autonomous voltage regulator (AVR) of the virtual synchronous motor, and the automatic excitation regulator is simplified into a proportional link. , then ⁇ E U is expressed as:
  • the virtual synchronous motor potential is:
  • the virtual synchronous motor potential voltage vector is:
  • an AC interface control strategy based on the virtual synchronous motor strategy can be obtained, as shown in FIG. 2 .
  • the active and reactive power adjustment modules and the mechanical and electromagnetic equations obtain the virtual motor transient potential E p and the power angle ⁇ , in order to ensure that the alternating current i abc between the AC interface and the grid has a lower total harmonic distortion rate.
  • the command value of the grid alternating current is obtained by equation (2), and then the actual grid-connected current i abc is guaranteed by the proportional resonance control strategy. Its precise tracking of the command value i refabc . According to this, it is possible to ensure low total harmonic distortion THD and high power factor operation of the grid alternating current.
  • the range of DC interfaces serves as a bridge and link for connecting high-voltage DC busbars and electric vehicles.
  • the AC interface adopts the virtual synchronous motor technology to ensure the low harmonic distortion of the grid-connected current, and can also provide the necessary active and reactive support for the grid in response to the grid voltage/frequency anomaly event, and Improve the inertia and damping of the charge and discharge interface.
  • the control method can reduce the influence of the energy storage and discharge interface on the power grid and improve the adaptability of the power grid to large-scale energy storage access.
  • the DC interface uses an isolated DC/DC converter to meet the needs of fast and constant power charging of energy storage batteries.

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  • Power Engineering (AREA)
  • Transportation (AREA)
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Abstract

一种电动汽车储能充放电虚拟同步电机控制方法，其中的充电电路为高频隔离的PWM整流电路，PWM整流电路包括依次连接的交流接口和直流接口，交流接口采用H桥AC/DC整流电路，用于将电网电压整流为600V的直流电压；直流接口采用隔离型DC/DC变换器，用于将600V的直流电压转换为48V的直流电压，供给电动汽车负荷；该方法包括：①对交流接口采用虚拟同步电机控制策略进行控制；②对直流接口采用电压外环和电流内环的双环控制。该控制方法可降低储能充放电接口对电网的影响，提升电网对大规模储能接入的适应性。直流接口采用隔离型DC/DC变换器，可以满足储能电池快速恒功率充电的需求。

Description

一种电动汽车储能充放电虚拟同步电机控制方法 技术领域
本发明涉及一种电动汽车储能的控制方法，具体涉及一种电动汽车储能充放电虚拟同步电机控制方法。
背景技术
随着化石燃料的不断消耗，全球范围内的能源危机和环境问题日益加剧。传统燃油型汽车作为化石燃料的一大消费者，面临着巨大的挑战。近年来，借助于电池、可再生能源并网技术的不断进步，电动汽车的发展引起了广泛的关注。伴随着电动汽车的快速发展，其对配电网增容、规划、建设、电能质量等方面的影响也越发突出。电动汽车的充放电接口作为电动汽车与电网之间的重要桥梁和纽带，其电路和先进控制策略具有重要的研究价值。一方面，电动汽车充电接口的交直流电能变换过程可能会给配电网带来大量的谐波污染。电网侧亟需一些电网友好、与电网互动的高性能并网接口，在保证电网电能质量的情况下，使电动汽车负荷具有一定的需求侧响应调节能力，并具有一定的惯性和阻尼，减轻电动汽车负荷对电网的影响。另一方面，为了适应电动汽车的实用化，其充放电接口及其控制技术也有待进一步的研究。
为了有效应对电动汽车的快速发展，使之成为更加符合电网需求的“模范负荷”，已有部分文献就此进行了研究，这些研究按充电功率的大小可以分为两大类。首先，对于充电功率要求不高的小功率慢充场合，电动汽车电网互动(Vehicle to Grid,V2G)、充电电路的设计等得到了广泛的研究。为了整合电动汽车的电池为电网提供必要的辅助服务，需要除电动汽车、电网外的第三方调度控制中心，增加了系统成本和问题的复杂性。在高压大功率的集中式快速充电应用场合，高压DC/DC变换器、电能质量治理等问题也得到了关注。然而现有研究很少考虑电动汽车的需求侧响应、电网友好等电网侧需求。在先进控制策略的作用下，若能将充放电电路等效为与电网交互的自治单元，并满足电网友好、需求侧响应等高级功能，对于加快电动汽车的发展和降低其对电网的影响都具有十分重要的意义。这不但能降低电动汽车高渗透率对配电网稳定和电能质量带来的不利影响，还能有效满足用户对快速恒功率充电的需求。借鉴传统电网中的同步电机技术，若能在虚拟电机控制策略的作用下将电动汽车的充放电电路接口等效控制为同步电机，即可自动地使其具有与电网间交互、需求侧响应等高级功能。
为了规范电动汽车充电设备的电压序列，美国汽车工程师协会推出了SAE J1772充电标准，规范指导电气接口电路的设计和制造。该标准将充电系统分为三个等级，即交流等级1、交流等级2和直流等级，以分别满足常规充电和快速充电的不同需求。为了满足电动汽车常规充电的需求，该标准中的交流等级1和等级2要求充电设备从单相交流电网取电，且为电动汽车提供2～8kW的常规充电能力。为了满足电动汽车的快速充电需求，在直流等级中要求最大能为电动汽车提供400A、240kW的充电能力。该标准同时还规定直流等级充电设备的最低输入母线电压为600V，而电动汽车电池的电压都较低，一般为36V、48V、60V和72V等。可见，为了满足充放电电路中直流母线与电动汽车电池之间的电压匹配，需要在两者之间引入大功率、宽输出电压范围的DC/DC变换器。
现有比较常见的电动汽车充电接口电路主要有图1所示三类。
1.带工频隔离的不控整流结构，如图1(a)所示。该类接口电路的主要优点是：动态响应能力强、直流侧纹波电压小等。然而，由于隔离变压器的存在，使得整个系统体积偏大；此外，不可控整流器使得大量谐波电流注入电网，严重情况下，电流总畸变率(Total Harmonic Distortion,THD)可能超过80％。
2.高频隔离的不控整流结构，如图1(b)所示。由于采用了高频变压器隔离技术，系统的体积较工频隔离方式明显降低。然而，研究表明：该类接口电路的电流THD仍高达30％。
3.高频隔离的PWM整流结构，如图1(c)所示。由于整流器侧采用了PWM控制方式，能明显提高功率因数、降低电流THD，且体积小、动态响应好。然而，该结构的充放电电路还无法达到电网交互、需求侧响应的目的。
发明内容
针对现有技术的不足，本发明的目的是提供一种电动汽车储能充放电虚拟同步电机控制方法，通过虚拟电机技术使得电动汽车储能响应配网频率/电压变化，具备参与配网调节的能力。
本发明的目的是采用下述技术方案实现的：
本发明提供一种电动汽车储能充放电虚拟同步电机控制方法，所述方法用的充电电路为高频隔离的PWM整流电路，所述PWM整流电路包括依次连接的交流接口和直流接口，所述交流接口采用H桥AC/DC整流电路，用于将电网电压整流为600V的直流电压；所述直流接口采用隔离型DC/DC变换器，用于将600V的直流电压转换为48V的直流电压，供给电动汽车负荷；
其改进之处在于，所述方法包括：
①对交流接口采用虚拟同步电机控制策略进行控制；
②对直流接口采用电压外环和电流内环的双环控制控制策略进行控制。
进一步地，所述交流接口的H桥AC/DC整流电路采用三相六桥臂结构，每个桥臂由IGBT模块组成，每个IGBT模块由IGBT器件以及与其反并联的二级管组成；所述H桥AC/DC整流电路与电容器支路Cdc并联；交流接口H桥AC/DC整流电路的三相分别对应与电网的三相连接；
所述直流接口的隔离型DC/DC变换器包括变压器、与变压器原边连接的两相H桥电路和与变压器副边连接的二极管滤波电路；所述两相H桥电路包括四个桥臂，每个桥臂由IGBT模块组成，每个IGBT模块由IGBT器件以及与其反并联的二级管组成；所述二极管滤波电路包括并联的二极管支路和电容支路；电感连接在二极管支路和电容支路之间；所述二极管支路由串联的二极管组成。
进一步地，所述①中：将电网并网点的电动汽车电动充电桩等效为虚拟同步电机，虚拟同步电机控制的数学模型如下：
虚拟同步电机的转矩方程表示为：
Figure PCTCN2014093002-appb-000001
其中：δ为虚拟同步电机的功角，单位为rad；ω为虚拟同步电机的角速度，ω0为电网同步角速度，单位为rad/s；H为虚拟同步电机的惯性时间常数，单位为s；Te、Tm和Td分别为虚拟同步电机的电磁、机械转矩和阻尼转矩，单位为N·m；D为阻尼系数，单位为N·m·s/rad；其中，虚拟同步电机电磁转矩由虚拟同步电机三相电势ea、eb、ec以及三相输出电流ia、ib、ic得到，即Te＝Pe/ω＝(eaia+ebib+ecic)/ω；
虚拟同步电机的电磁方程表示为：
Figure PCTCN2014093002-appb-000002
其中，L和R分别为虚拟同步电机的定子电感和电阻，uabc为虚拟同步电机的机端电压；eabc为虚拟同步电机三相电势的简写；iabc为三相输出电流ia、ib、ic的简写；定子电感L和电阻R与交流接口的滤波电感和滤波器及IGBT器件的寄生电阻对应。
进一步地，交流接口根据电网的频率和电压调节其取用电网的有功和无功功率；
A、有功调节：
通过对虚拟同步电机机械转矩Tm的调节即实现交流接口中有功指令的调节；Tm由额定转矩指令T0和频率偏差反馈指令ΔT两部分组成，其中T0表示为：
T0＝Pref/ω   (3)；
其中，Pref为并网逆变器的有功指令，在充放电电路中，Pref即为直流母线电压PI调节器的控制输出；频率响应的调节通过虚拟的调频单元来实现，虚拟的调频单元取为比例环节，即机械转矩偏差指令ΔT表示为：
△T＝kf(f-f0)   (4)；
其中，f为虚拟同步电机机端电压的频率，f0为电网额定频率，kf为频率响应系数，为恒定的负数；
B、无功调节：
通过调节虚拟同步电机模型的虚拟电势Ep来调节其机端电压和无功；
虚拟同步电机的虚拟电势指令Ep包括：电机的空载电势E0、反应无功功率调节电势△EQ和反应机端电压调节电势△EU；
反应无功功率调节的部分电势△EQ表示为：
△EQ＝kq(Qref-Q)   (5)；
其中，kq为无功调节系数，△EQ为交流接口的无功指令，Q为交流接口机端输出的瞬时无功功率，Q表示为：
Figure PCTCN2014093002-appb-000003
其中：ua、ub和uc分别为虚拟同步电极的三相机端电压；
反应机端电压调节电势△EU，△EU等效为虚拟同步电机的自动励磁调节器，自动励磁调节器简化为比例环节，则△EU表示为：
△EU＝kv(Uref-U)   (7)；
其中，Uref和U分别为并网逆变器机端线电压有效值的指令值和真实值，kv为电压调节系数；
虚拟同步电机电势为：
Ep＝E0+△EQ+△EU   (8)；
虚拟同步电机电势电压矢量为：
Figure PCTCN2014093002-appb-000004
进一步地，所述①中的虚拟同步电机控制策略为：在有功调节、无功调节以及机械方程和电磁方程获得虚拟同步电机暂态电势Ep和虚拟同步电机的功角δ后，在式(9)得到电势电压eabc的基础上，由式(2)获得电网三相输出电流的指令值，然后在比例谐振控制策略的作用下保证实际并网三相输出电流iabc对其指令值irefabc的跟踪。
与现有技术比，本发明达到的有益效果是：
1、本发明提供一种电网友好的电动汽车储能充放电控制方法。该方法用的整流电路由交流接口和直流接口两部分组成，其中交流接口的三相H桥整流电路将电网电压整流为600V直流电压，再经过直流接口的大功率DC/DC变流器转换为48V的直流电压，供给电动汽车负荷。
2、交流接口采用虚拟同步电动机控制策略，可以响应电网电压/频率调整，为电网提供有功和无功支撑，改变了传统充电机功率单向流动不能参与配网调节的弊端，配合储能装置可显著提高充放电接口的惯性和阻尼。交流接口采用虚拟同步电动机控制策略使得并网点的电流畸变小且能为电网提供必要的电压和频率支撑，提高系统稳定性。
3、该控制方法可降低储能充放电接口对电网的影响，提升电网对大规模储能接入的适应性。直流接口采用隔离型DC/DC变换器，可以有效实现和电网之间的电气隔离，提高系统可靠性，且能满足储能电池快速恒功率充电的需求。
附图说明
图1是现有技术中电动汽车充电接口电路拓扑图，其中(a)为带工频隔离的不控整流拓扑结构图；(b)为高频隔离的不控整流拓扑结构图；(c)为高频隔离的PWM整流拓扑结构图；
图2是本发明提供的交流接口控制策略结构图；
图3是本发明提供的直流接口控制策略结构图。
具体实施方式
下面结合附图对本发明的具体实施方式作进一步的详细说明。
本发明针对传统充电机能量单向流动、不能参与配网调节的问题，提供一种按照同步电机负荷的运行方式进行控制的电动汽车储能充放电控制方法。通过虚拟电机技术使得电动汽车储能响应配网频率/电压变化，具备参与配网调节的能力。
本发明依赖的硬件拓扑结构如图1(C)所示；本发明方法用的充电电路为高频隔离的PWM整流电路，所述PWM整流电路包括依次连接的交流接口和直流接口，所述交流接口采用H桥AC/DC整流电路，用于将电网电压整流为600V的直流电压；所述直流接口采用隔离型DC/DC变换器，用于将600V的直流电压转换为48V的直流电压，供给电动汽车负荷；交流接口的H桥AC/DC整流电路采用三相六桥臂结构，每个桥臂由IGBT模块组成，每个IGBT模块由IGBT器件以及与其反并联的二级管组成；所述H桥AC/DC整流电路与电容器支路Cdc并联；交流接口H桥AC/DC整流电路的三相分别对应与电网的三相连接；
直流接口的隔离型DC/DC变换器包括变压器、与变压器原边连接的两相H桥电路和与变压器副边连接的二极管滤波电路；所述两相H桥电路包括四个桥臂，每个桥臂由IGBT模块组成，每个IGBT模块由IGBT器件以及与其反并联的二级管组成；所述二极管滤波电路包括并联的二极管支路和电容支路；电感连接在二极管支路和电容支路之间；所述二极管支路由串联的二极管组成。
本发明提供的电动汽车储能充放电虚拟同步电机控制方法包括：
①对交流接口采用虚拟同步电机控制策略进行控制；
在电网侧AC/DC交流接口中，采用虚拟同步电机控制策略。从并网点看进去，整个电动汽车充电桩可以等效为一台同步电机负荷，自适应地响应电网的电压/频率扰动，并为电网提供必要的惯性和阻尼。下面给出充放电方案中交流侧AC/DC接口的虚拟电机控制的数学模型。
虚拟同步电机的转矩方程表示为：
Figure PCTCN2014093002-appb-000005
其中：δ为虚拟同步电机的功角，单位为rad；ω为虚拟同步电机的角速度，ω0为电网同步角速度，单位为rad/s；H为虚拟同步电机的惯性时间常数，单位为s；Te、Tm和Td分别为虚拟同步电机的电磁、机械转矩和阻尼转矩，单位为N·m；D为阻尼系数，单位为N·m·s/rad； 其中，虚拟同步电机电磁转矩由虚拟同步电机三相电势ea、eb、ec以及三相输出电流ia、ib、ic得到，即Te＝Pe/ω＝(eaia+ebib+ecic)/ω；由于常数H和D的存在，使得充电机在电网电压/频率扰动、负荷投切过程中表现出机械惯性和阻尼功率振荡的能力。
虚拟同步电机的电磁方程表示为：
Figure PCTCN2014093002-appb-000006
其中，L和R分别为虚拟同步电机的定子电感和电阻，uabc为虚拟同步电机的机端电压；eabc为虚拟同步电机三相电势的简写；iabc为三相输出电流ia、ib、ic的简写；定子电感L和电阻R与交流接口的滤波电感和滤波器及IGBT器件的寄生电阻对应。
在所提虚拟电机控制策略作用下，图1(c)所示充放电电路交流接口与电网交互且满足电网需求侧响应的控制策略，主动地根据电网的频率和电压调节其取用电网的有功和无功功率。
A、有功调节：
在功率为P的恒功率负荷条件下，同步电机额定的机械转矩指令T0与电网频率ω成反比，即T0ω＝P；此外，同步电机在电网频率扰动后，其机械转矩还受到物理的阻尼作用而发生变化：电网频率越高，电机转速越快，空气摩擦等机械阻尼转矩也越大。这可以视作其对电网频率变化的响应。本发明通过对虚拟同步电机机械转矩Tm的调节即可实现交流接口中有功指令的调节。Tm由额定转矩指令T0和频率偏差反馈指令ΔT两部分组成，其中T0可以表示为：
T0＝Pref/ω   (3)；
其中，Pref为并网逆变器的有功指令，在充放电电路中，Pref即为直流母线电压PI调节器的控制输出；频率响应的调节通过虚拟的调频单元来实现，虚拟的调频单元取为比例环节，即机械转矩偏差指令ΔT表示为：
△T＝kf(f-f0)   (4)；
其中，f为虚拟同步电机机端电压的频率，f0为电网额定频率，kf为频率响应系数，为恒定的负数。
B、无功调节：
同步电机通过励磁控制器来调节其无功输出及机端电压。类似地，可以通过调节虚拟同步电机模型的虚拟电势Ep来调节其机端电压和无功。
虚拟同步电机的虚拟电势指令Ep由三部分组成。其一，是电机的空载电势E0。其二，是 反应无功功率调节的部分ΔEQ，可以表示为：
△EQ＝kq(Qref-Q)   (5)；
其中，kq为无功调节系数，△EQ为交流接口的无功指令，Q为交流接口机端输出的瞬时无功功率，Q表示为：
Figure PCTCN2014093002-appb-000007
其中：ua、ub和uc分别为虚拟同步电极的三相机端电压；
虚拟电势指令Ep的第三部分为反应机端电压调节电势△EU，△EU等效为虚拟同步电机的自动励磁调节器(Autonomous voltage regulator,AVR)，自动励磁调节器简化为比例环节，则△EU表示为：
△EU＝kv(Uref-U)   (7)；
其中，Uref和U分别为并网逆变器机端线电压有效值的指令值和真实值，kv为电压调节系数；
虚拟同步电机电势为：
Ep＝E0+△EQ+△EU   (8)；
虚拟同步电机电势电压矢量为：
Figure PCTCN2014093002-appb-000008
基于以上分析，可以得到基于虚拟同步电机策略的交流接口控制策略，如图2所示。在有功、无功调节模块以及机械、电磁方程获得虚拟电机暂态电势Ep和功角δ之后，为了保证交流接口与电网之间的交互电流iabc具有较低的总谐波畸变率，以满足电网友好的功能，在式(9)得到电势电压eabc的基础上，由式(2)获得电网交互电流的指令值，然后在比例谐振控制策略的作用下保证实际并网电流iabc对其指令值irefabc的精确跟踪。据此，可以保证电网交互电流的低总谐波失真THD、高功率因数运行。
②对直流接口采用电压外环和电流内环的双环控制控制策略进行控制：
基于图1(c)的充放电电路接口，交流接口的直流输出电压为Udc＝600V，不能直接接到电动汽车电池上，因此需要采用图1(c)所示的大功率、宽输出电压范围的直流接口作为连接高压直流母线和电动汽车的桥梁和纽带。直流接口的控制策略采用电压外环PI v和电流内 环PI i的双环控制来实现，将直流接口的输出电压Uo稳定到其额定值Uoref＝48V，如图3所示，其中D为驱动图1(c)DC/DC变换器IGBT的占空比，Id为电动汽车的充电电流。
本发明提供的控制方法中，交流接口采用虚拟同步电动机技术，保证并网电流的低谐波畸变的同时，还可以响应电网电压/频率异常事件，为电网提供必要的有功和无功支撑，并提高充放电接口的惯性和阻尼。该控制方法可降低储能充放电接口对电网的影响，提升电网对大规模储能接入的适应性。直流接口采用隔离型DC/DC变换器，可以满足储能电池快速恒功率充电的需求。
最后应当说明的是：以上实施例仅用以说明本发明的技术方案而非对其限制，尽管参照上述实施例对本发明进行了详细的说明，所属领域的普通技术人员应当理解：依然可以对本发明的具体实施方式进行修改或者等同替换，而未脱离本发明精神和范围的任何修改或者等同替换，其均应涵盖在本发明的权利要求范围当中。

Claims (5)

  1. 一种电动汽车储能充放电虚拟同步电机控制方法，所述方法用的充电电路为高频隔离的PWM整流电路，所述PWM整流电路包括依次连接的交流接口和直流接口，所述交流接口采用H桥AC/DC整流电路，用于将电网电压整流为600V的直流电压；所述直流接口采用隔离型DC/DC变换器，用于将600V的直流电压转换为48V的直流电压，供给电动汽车负荷；
    其特征在于，所述方法包括：
    ①对交流接口采用虚拟同步电机控制策略进行控制；
    ②对直流接口采用电压外环和电流内环的双环控制策略进行控制。
  2. 如权利要求1所述的控制方法，其特征在于，所述交流接口的H桥AC/DC整流电路采用三相六桥臂结构，每个桥臂由IGBT模块组成，每个IGBT模块由IGBT器件以及与其反并联的二级管组成；所述H桥AC/DC整流电路与电容器支路Cdc并联；交流接口H桥AC/DC整流电路的三相分别对应与电网的三相连接；
    所述直流接口的隔离型DC/DC变换器包括变压器、与变压器原边连接的两相H桥电路和与变压器副边连接的二极管滤波电路；所述两相H桥电路包括四个桥臂，每个桥臂由IGBT模块组成，每个IGBT模块由IGBT器件以及与其反并联的二级管组成；所述二极管滤波电路包括并联的二极管支路和电容支路；电感连接在二极管支路和电容支路之间；所述二极管支路由串联的二极管组成。
  3. 如权利要求1所述的控制方法，其特征在于，所述①中：将电网并网点的电动汽车电动充电桩等效为虚拟同步电机，虚拟同步电机控制的数学模型如下：
    虚拟同步电机的转矩方程表示为：
    Figure PCTCN2014093002-appb-100001
    其中：δ为虚拟同步电机的功角，单位为rad；ω为虚拟同步电机的角速度，ω0为电网同步角速度，单位为rad/s；H为虚拟同步电机的惯性时间常数，单位为s；Te、Tm和Td分别为虚拟同步电机的电磁、机械转矩和阻尼转矩，单位为N·m；D为阻尼系数，单位为N·m·s/rad；其中，虚拟同步电机电磁转矩由虚拟同步电 机三相电势ea、eb、ec以及三相输出电流ia、ib、ic得到，即
    Te＝Pe/ω＝(eaia+ebib+ecic)/ω；
    虚拟同步电机的电磁方程表示为：
    Figure PCTCN2014093002-appb-100002
    其中，L和R分别为虚拟同步电机的定子电感和电阻，uabc为虚拟同步电机的机端电压；eabc为虚拟同步电机三相电势的简写；iabc为三相输出电流ia、ib、ic的简写；定子电感L和电阻R与交流接口的滤波电感和滤波器及IGBT器件的寄生电阻对应。
  4. 如权利要求3所述的控制方法，其特征在于，交流接口根据电网的频率和电压调节其取用电网的有功和无功功率；
    A、有功调节：
    通过对虚拟同步电机机械转矩Tm的调节即实现交流接口中有功指令的调节；Tm由额定转矩指令T0和频率偏差反馈指令ΔT两部分组成，其中T0表示为：
    T0＝Pref/ω  (3)；
    其中，Pref为并网逆变器的有功指令，在充放电电路中，Pref即为直流母线电压PI调节器的控制输出；频率响应的调节通过虚拟的调频单元来实现，虚拟的调频单元取为比例环节，即机械转矩偏差指令ΔT表示为：
    ΔT＝kf(f-f0)  (4)；
    其中，f为虚拟同步电机机端电压的频率，f0为电网额定频率，kf为频率响应系数，为恒定的负数；
    B、无功调节：
    通过调节虚拟同步电机模型的虚拟电势Ep来调节其机端电压和无功；
    虚拟同步电机的虚拟电势指令Ep包括：电机的空载电势E0、反应无功功率调节电势ΔEQ和反应机端电压调节电势ΔEU；
    反应无功功率调节的部分电势ΔEQ表示为：
    ΔEQ＝kq(Qref-Q)  (5)；
    其中，kq为无功调节系数，ΔEQ为交流接口的无功指令，Q为交流接口机端输出的瞬时无功功率，Q表示为：
    Figure PCTCN2014093002-appb-100003
    其中：ua、ub和uc分别为虚拟同步电极的三相机端电压；
    反应机端电压调节电势ΔEU，ΔEU等效为虚拟同步电机的自动励磁调节器，自动励磁调节器简化为比例环节，则ΔEU表示为：
    ΔEU＝kv(Uref-U)  (7)；
    其中，Uref和U分别为并网逆变器机端线电压有效值的指令值和真实值，kv为电压调节系数；
    虚拟同步电机电势为：
    Ep＝E0+ΔEQ+ΔEU  (8)；
    虚拟同步电机电势电压矢量为：
    Figure PCTCN2014093002-appb-100004
  5. 如权利要求1所述的控制方法，其特征在于，所述①中的虚拟同步电机控制策略为：在有功调节、无功调节以及机械方程和电磁方程获得虚拟同步电机暂态电势Ep和虚拟同步电机的功角δ后，在式(9)得到电势电压eabc的基础上，由式(2)获得电网三相输出电流的指令值，然后在比例谐振控制策略的作用下保证实际并网三相输出电流iabc对其指令值irefabc的跟踪。
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