CN108493972B - Method for evaluating short-term standby capability of electric automobile - Google Patents

Method for evaluating short-term standby capability of electric automobile Download PDF

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CN108493972B
CN108493972B CN201810235001.2A CN201810235001A CN108493972B CN 108493972 B CN108493972 B CN 108493972B CN 201810235001 A CN201810235001 A CN 201810235001A CN 108493972 B CN108493972 B CN 108493972B
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electric automobile
charge
discharge
electric
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CN108493972A (en
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薛禹胜
吴巨爱
谢东亮
许剑冰
宋晓芳
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NARI Group Corp
Nari Technology Co Ltd
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Nari Technology Co Ltd
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/28—Arrangements for balancing of the load in a network by storage of energy
    • H02J3/32—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means
    • 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
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/64—Optimising energy costs, e.g. responding to electricity rates
    • 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
    • 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
    • Y02T90/12—Electric charging stations

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses an evaluation method of short-time standby capability of an electric automobile, which comprises the steps of determining parameters in an electric automobile charging/discharging contract considering trip requirements of a user; giving a charge/discharge feasible region influencing a charge/discharge path of the electric automobile; based on the charge/discharge feasible region, providing power boundary constraint and electric quantity boundary constraint which influence the standby capability of the electric automobile; calculating a lowest electric quantity constraint line; considering the constraint of the service life of the battery, and giving the constraint of the discharge depth of the electric automobile and the discharge times in a single scheduling period; and based on all the constraints, a calculation method of the standby capacity of the electric automobile is provided. The invention can quickly evaluate the short-time standby capability of the electric automobile.

Description

Method for evaluating short-term standby capability of electric automobile
Technical Field
The invention relates to an evaluation method for short-term standby capacity of an electric automobile, and belongs to the field of electric power auxiliary service markets.
Background
The existing power system mainly utilizes the standby measure resources on the power generation side to realize the real-time balance of power: when upward adjustment is needed, the upward adjustment is generally realized by scheduling traditional generator sets, such as coal power, gas power, hydroelectric power and the like; when the energy is needed to be adjusted downwards, the adjustable resources can be further expanded to new energy power supplies such as wind power, light power and the like. Especially with the power structure who gives first place to the coal electricity like this in our country, the coal electric set starts slowly, has the restraint of minimum technical output, relies on the coal electricity to adjust new forms of energy power generation fluctuation such as wind-powered electricity generation, photovoltaic and has great limitation: or the problem of wind and light abandonment caused by excessive starting amount of coal power causes great waste of clean energy resources; or the power failure risk is caused because the adjustment cannot keep up with the rapid fluctuation of the renewable energy sources due to the fact that the coal power is not in time to start or the adjustment rate is insufficient. Therefore, the conventional backup measure resources and scheduling means are increasingly unable to adapt to the development of new situation, and it is necessary to fully discover and mine other fast power regulation resources, for example, to exert the role of backup measure resources on the demand side and find a technically reliable and economically feasible smart grid solution.
From the technical aspect, the electric automobile is a potential and high-quality standby measure resource on the demand side, has the characteristics of controllable load and energy storage, and has the application prospect in the aspects of peak regulation, frequency modulation and standby gradually paid attention to by people. The electric automobile cluster is generally positioned in a load center, and can rapidly switch charging and discharging states to provide transient response.
From the economic aspect, most of the electric automobiles are owned by private users in the future, and the power grid company does not need to share the purchase cost. However, in order to obtain the dispatching right of the electric vehicle, a power grid company still needs to rely on an effectively operated power generation and auxiliary service market, introduces a reasonable excitation mechanism and pays corresponding control cost. The complexity of the auxiliary service market mechanism design determines that the auxiliary service market mechanism design is one of the main problems faced by the power reform in China at the present stage. The distributed nature of electric vehicles makes it impossible to directly access a more centralized wholesale power market, and the electric vehicle clusters that are convenient to manage and analyze are extremely complex in classification feature recognition. Current research lacks methods for assessing the backup capability of electric vehicles in short-term operation.
The capacity of the electric automobile for participating in operation and standby is related to factors such as current charging/discharging power, current charging state, battery pack capacity, maximum charging/discharging power, starting and ending time of the automobile and the like; the ability of an electric vehicle to provide backup during charging also exhibits a time-varying characteristic, since some of these factors are time-varying factors. More importantly, as a load-controllable and even distributed energy storage device, the backup capacity of the electric vehicle is determined by the demand flexibility, which is determined by the charging contract ultimately determined by the participation desire of the user. Therefore, it is desirable to provide a method for evaluating the standby capability of the electric vehicle in short-time operation, which considers the trip demand of the user, so as to quantify the standby capability of the electric vehicle.
Disclosure of Invention
In order to solve the technical problem, the invention provides an evaluation method of short-time standby capacity of an electric automobile.
In order to achieve the purpose, the invention adopts the technical scheme that:
a method for evaluating the short-term standby capability of an electric automobile comprises the following steps,
determining parameters in an electric vehicle charging/discharging contract considering the trip demand of a user;
giving a charge/discharge feasible region influencing a charge/discharge path of the electric automobile;
based on the charge/discharge feasible region, providing power boundary constraint and electric quantity boundary constraint which influence the standby capability of the electric automobile;
calculating a lowest electric quantity constraint line;
considering the constraint of the service life of the battery, and giving the constraint of the discharge depth of the electric automobile and the discharge times in a single scheduling period;
and based on all the constraints, a calculation method of the standby capacity of the electric automobile is provided.
Parameters in the charge/discharge contract include network entry time, network exit time, starting charge, warranty charge, expected charge, and charge price.
The power boundary is expressed by the maximum charge/discharge power, and when the boundary is not influenced by the power boundary, the power boundary is a fixed value; conversely, the power boundary exhibits a time-varying characteristic.
The power boundary is constrained to be,
Pcu(t)≤P(t)+PGmax
Pcd(t)≤PLmax-P(t)
-PGmax≤P(t)≤PLmax
wherein, Pcu(t) current spare capacity, Pcd(t) current next spare capacity, PLmax、PGmaxMaximum charging power and discharging power, respectively, p (t) current charging/discharging power,
P(t)＝Sc(t)PL(t)ηL-Sd(t)PG(t)ηG，PL(t)、PG(t) real-time charging power and discharging power, η, respectivelyL、ηGRespectively charge efficiency and discharge efficiency, Sc(t) is a state of charge (0, 1) integer variable, Sd(t) is a discharge state (0, 1) integer variable.
The charge boundaries are represented by maximum/minimum charges, which are in dynamic change at various times.
The power bound is constrained to be,
Figure BDA0001603668450000031
E(texp)≥Eexp
Figure BDA0001603668450000032
wherein E (t) is the real-time electric quantity of the battery of the electric automobile, EstartIs the initial electric quantity t when the electric automobile just accesses the power gridstartTime of access to the grid for electric vehicles, EmsTo maintain the bottom power, tmsCharging the electric vehicle to the time of bottom-guaranteed electric quantity, if Estart≥EmsThen t isms＝tstart，texpFor electric vehicle off-grid time, EexpAnd EmaxRespectively the expected electric quantity and the battery capacity of the user when the network is off-line, E (t)exp) The battery capacity of the electric automobile is the battery capacity of the electric automobile at the off-grid time.
The lowest power constraint line is that,
Figure BDA0001603668450000041
wherein E isminAnd (t) is a minimum electric quantity constraint line.
The depth of discharge is restricted, and the discharge depth is restricted,
Ems＝max(Ems,(1-D)Emax)
wherein D is the depth of discharge;
the number of discharges constraint in a single scheduling period,
nc≤1
wherein n iscThe number of discharges within a single scheduling period.
Dividing a scheduling period T into n time periods with the length of delta T, freezing the time variation of power in delta T,
the formula for calculating the backup capacity of the electric vehicle is,
Figure BDA0001603668450000042
Figure BDA0001603668450000043
wherein, Pcu(k) For spare capacity in the kth time period, Pcd(k) The reserve capacity in the kth time period, P (k) is the charging/discharging power in the kth time period, E (k) is the electric quantity of the batteries of the electric automobile in the kth time period, and E (k)min(k +1) is the lowest electric quantity constraint of the k +1 time period, v (k) is the state whether the electric automobile is on line or not in the k time period,
Figure BDA0001603668450000051
the invention achieves the following beneficial effects: 1. the invention can quickly evaluate the short-term standby capability of the electric automobile; 2. according to the method, the uncertain travel requirements of the user are considered when the standby capacity of the electric automobile is calculated.
Drawings
FIG. 1 is a flow chart of the present invention;
fig. 2 is a schematic diagram of charge/discharge feasible regions.
Detailed Description
The invention is further described below with reference to the accompanying drawings. The following examples are only for illustrating the technical solutions of the present invention more clearly, and the protection scope of the present invention is not limited thereby.
As shown in fig. 1, a method for evaluating the short-term standby capability of an electric vehicle includes the following steps:
step 1, determining parameters in an electric vehicle charging/discharging contract considering user travel requirements.
The charging/discharging contract needs to meet various travel requirements of a user, including uncertainty requirements; therefore, the electric quantity of the electric vehicle is always larger than a certain value (called as bottom-guaranteed electric quantity E) appointed by the userms) So as to ensure the demand of the user for the vehicle at irregular time.
According to the initial electric quantity E when the electric automobile is just connected to the power gridstartIn contrast, the charge/discharge strategy can be considered in 2 steps: a) estart＜EmsThen, charging to the bottom-guaranteed electric quantity at the maximum charging power immediately, and then starting the next charging strategy; b) estart≥EmsThe given charge/discharge strategy is further applied. Accordingly, the parameters in the charge/discharge contract include the network-on time, the network-off time, the initial charge amount, the reserve charge amount, the expected charge amount, and the charge price.
And 2, giving a charge/discharge feasible region influencing the charge/discharge path of the electric automobile.
Considering that the "expected electric quantity" is reached or exceeded before the "off-grid time" (state r in fig. 2), the path left by the output of the charge/discharge strategy on the "time-electric quantity" plane can only be limited to a certain area, which is called a charge/discharge feasible area, and any number of paths can be selected in the charge/discharge feasible area, and one path is a charge/discharge strategy. In FIG. 2, tstartTime of access to the grid for an electric vehicle, texpFor electric vehicle off-grid time, EexpAnd EmaxRespectively the expected power and battery capacity of the user when off-grid. The main parameters affecting the charging/discharging path of the electric vehicle in the charging/discharging feasible region are the maximum charging/discharging power, the battery capacity, the bottom-guaranteed charge, the expected charge, the charge start time, the charge end time, the current charging/discharging power, the current state of charge, and the depth of discharge and the number of discharges taking the battery life into account.
And 3, based on the charging/discharging feasible region, giving power boundary constraint and electric quantity boundary constraint which influence the standby capacity of the electric automobile.
Power ofThe boundary is expressed by the maximum charge/discharge power, and when the boundary is not influenced by the electric quantity, the power boundary is a fixed value; conversely, the power boundary exhibits a time-varying characteristic. Current charge/discharge power p (t) S of the electric vehiclec(t)PL(t)ηL-Sd(t)PG(t)ηGIn which P isL(t)、PG(t) real-time charging power and discharging power, η, respectivelyL、ηGRespectively charge efficiency and discharge efficiency, Sc(t) is a state of charge (0, 1) integer variable, Sc(t) ═ 1 denotes that the electric vehicle is in a charged state, Sc(t) ═ 0 denotes that the electric vehicle is in a non-charging state, Sd(t) is an integer variable of discharge state (0, 1), Sd(t) '1' indicates that the electric vehicle is in a discharge state, Sd(t) ═ 0 represents that the electric vehicle is in a non-discharge state; sc(t)+Sd(t)≤1。
Constrained by the maximum charge/discharge power, the power boundary constraint is:
Pcu(t)≤P(t)+PGmax (1)
Pcd(t)≤PLmax-P(t) (2)
-PGmax≤P(t)≤PLmax (3)
wherein, Pcu(t) current spare capacity, Pcd(t) current next spare capacity, PLmax、PGmaxRespectively, maximum charging power and discharging power.
The charge boundaries are represented by maximum/minimum charges, which are in dynamic change at various times. The existence of the boundary of the electric quantity enables the standby capacity of the electric automobile to be more limited than that of the traditional unit, and mainly means that the peak shaving or standby capacity cannot be continuously provided for a long time.
The electricity boundary constraint is:
Figure BDA0001603668450000071
E(texp)≥Eexp (5)
Figure BDA0001603668450000072
wherein E (t) is the real-time electric quantity of the battery of the electric automobile, tmsCharging the electric vehicle to the time of bottom-guaranteed electric quantity, if Estart≥EmsThen t isms＝tstart，E(texp) The battery capacity of the electric automobile is the battery capacity of the electric automobile at the off-grid time.
And 4, calculating the lowest electric quantity constraint line.
Because the battery is constrained by the maximum charging power, in order to ensure that the expected electric quantity requirement of a user is met within the planning time, the electric quantity of the battery has a minimum electric quantity requirement within the time period from the beginning of regulation and control to the off-grid of the electric automobile, and the minimum electric quantity constraint line (corresponding to a state (two-state (three) line segment and a state (three-state (four) line segment in the attached figure 2) at each moment is easily deduced, as shown in a formula (7), so that the formula (4) can be further written into a formula (8). Once the battery capacity falls on the minimum capacity constraint line, the charging elasticity will disappear immediately, and the battery must be charged immediately according to the maximum charging power to reach the expected capacity when the user is off-line.
Figure BDA0001603668450000073
Figure BDA0001603668450000081
Wherein E isminAnd (t) is a minimum electric quantity constraint line.
And 5, considering the constraint of the service life of the battery, and giving the constraint of the discharge depth of the electric automobile and the discharge times in a single scheduling period.
In addition to the power and charge boundaries, the charge/discharge contract also includes the depth of discharge D and the number of discharges n, taking into account the protection of the battery lifecThe conditions for limiting the discharging process also substantially reduce the charging/discharging path of the electric vehicle within the charging/discharging feasible region.
The depth of discharge constraint is:
Ems＝max(Ems,(1-D)Emax) (9)
considering the discharge times constraint as 1 discharge time at most in a single scheduling period, the discharge times constraint in the single scheduling period is as follows:
nc≤1 (10)。
and 6, providing a calculation method of the electric automobile standby capacity based on all the constraints.
Instead of discretizing the time axis, one scheduling cycle T is divided into n time periods with the length of Δ T, and the time variation of the power in Δ T is frozen, so the equation (6) can be rewritten into equation (11), where v (k) is the state of whether the electric vehicle is on-line in the kth time period ("1" means on-line, "0" means off-line). From the formulas (1) to (9), it is easy to know that the upper and lower backup capacities of the electric vehicle can be calculated according to the formulas (12) and (13).
Figure BDA0001603668450000082
Figure BDA0001603668450000083
Figure BDA0001603668450000084
Wherein, Pcu(k) For spare capacity in the kth time period, Pcd(k) The reserve capacity in the kth time period, P (k) is the charging/discharging power in the kth time period, E (k) is the electric quantity of the batteries of the electric automobile in the kth time period, and E (k)min(k +1) is the lowest electric quantity constraint of the k +1 time period, E (k) -Emin(k +1) is the maximum dischargeable quantity in the kth time, [ E (k) -Emin(k+1)]The method comprises the following steps that (/ delta t + P (k)) the potential of the dischargeable quantity of the electric automobile under the current working condition is considered, and the influence of the electric quantity boundary is reflected; equations (12) and (13) are intended to calculate the upper and lower reserve capacities of the electric vehicle at each time interval by comparing the power boundary and the electricity amount boundary.
To further explainThe method is applied to the participation of a certain electric automobile in ordered charging/discharging, and the simulation example is set as follows: the charging time interval is 19: 00-the next day is 07:00, and the battery capacity Emax30kWh, reserve electric quantity Ems＝50％EmaxDesired amount of electricity Eexp＝95％EmaxThe discharge depth D is 50%, and the maximum charging power PLmax3.3kW, maximum discharge power PGmax3.3kW, time scale Δ t 1 hour, initial battery level Estart＝50％Emax。
Constraint conditions of equations (1) to (10), the electric vehicle standby capacity under different initial charging strategies is calculated according to equations (12) to (13), and simulation results are shown in table 1; wherein the charging strategy 1 is that discharging is not allowed and charging is delayed by 3h, and the charging strategy 2 is that discharging is allowed and charging is delayed by 3 h.
TABLE 1 simulation results of electric vehicle backup capability under different charging strategies
Figure BDA0001603668450000091
Figure BDA0001603668450000101
The upper and lower reserve capacity prices are set as shown in table 2. The user reserve values calculated to select the initial charging policies as policy 1 and policy 2 are 0.972 and 2.127 dollars, respectively.
TABLE 2 reserve capacity price per time period
Figure BDA0001603668450000102
In conclusion, the method can quickly calculate the short-time standby capacity of the electric automobile.
The above description is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, several modifications and variations can be made without departing from the technical principle of the present invention, and these modifications and variations should also be regarded as the protection scope of the present invention.

Claims (8)

1. A method for evaluating the short-term standby capability of an electric automobile is characterized by comprising the following steps: comprises the following steps of (a) carrying out,
determining parameters in an electric vehicle charging/discharging contract considering the trip demand of a user;
giving a charge/discharge feasible region influencing a charge/discharge path of the electric automobile;
based on the charge/discharge feasible region, providing power boundary constraint and electric quantity boundary constraint which influence the standby capability of the electric automobile;
calculating a lowest electric quantity constraint line;
considering the constraint of the service life of the battery, and giving the constraint of the discharge depth of the electric automobile and the discharge times in a single scheduling period;
based on all constraints, a calculation method of the electric automobile standby capacity is provided;
dividing a scheduling period T into n time periods with the length of delta T, freezing the time variation of power in delta T,
the formula for calculating the backup capacity of the electric vehicle is,
Figure FDA0002780344140000011
Figure FDA0002780344140000012
wherein, Pcu(k) For spare capacity in the kth time period, Pcd(k) The reserve capacity in the kth time period, P (k) is the charging/discharging power in the kth time period, E (k) is the electric quantity of the batteries of the electric automobile in the kth time period, and E (k)min(k +1) is the lowest electric quantity constraint of the k +1 time period, v (k) is the state whether the electric automobile is on line or not in the k time period,
Figure FDA0002780344140000013
Emaxfor the battery capacity of the user when off-grid, PLmax、PGmaxMaximum charging power and discharging power, respectively, EstartThe initial electric quantity is the initial electric quantity when the electric automobile is just connected to the power grid.
2. The method for evaluating the short-term standby capability of the electric automobile according to claim 1, characterized in that: parameters in the charge/discharge contract include network entry time, network exit time, starting charge, warranty charge, expected charge, and charge price.
3. The method for evaluating the short-term standby capability of the electric automobile according to claim 1, characterized in that: the power boundary is expressed by the maximum charge/discharge power, and when the boundary is not influenced by the power boundary, the power boundary is a fixed value; conversely, the power boundary exhibits a time-varying characteristic.
4. The method for evaluating the short-term standby capability of the electric automobile according to claim 3, characterized in that: the power boundary is constrained to be,
Pcu(t)≤P(t)+PGmax
Pcd(t)≤PLmax-P(t)
-PGmax≤P(t)≤PLmax
wherein, Pcu(t) current spare capacity, Pcd(t) current next spare capacity, p (t) current charge/discharge power, p (t) Sc(t)PL(t)ηL-Sd(t)PG(t)ηG，PL(t)、PG(t) real-time charging power and discharging power, η, respectivelyL、ηGRespectively charge efficiency and discharge efficiency, Sc(t) is a state of charge (0, 1) integer variable, Sd(t) is a discharge state (0, 1) integer variable.
5. The method for evaluating the short-term standby capability of the electric automobile according to claim 1, characterized in that: the charge boundaries are represented by maximum/minimum charges, which are in dynamic change at various times.
6. The method for evaluating the short-term standby capability of the electric automobile according to claim 5, characterized in that: the power bound is constrained to be,
Figure FDA0002780344140000021
E(texp)≥Eexp
Figure FDA0002780344140000022
wherein E (t) is the real-time electric quantity of the battery of the electric automobile, tstartTime of access to the grid for electric vehicles, EmsTo maintain the bottom power, tmsCharging the electric vehicle to the time of bottom-guaranteed electric quantity, if Estart≥EmsThen t isms＝tstart，texpFor electric vehicle off-grid time, EexpAnd EmaxRespectively the expected electric quantity and the battery capacity of the user when the network is off-line, E (t)exp) The battery capacity of the electric vehicle at the off-grid time is p (t), and the current charging/discharging power is p (t).
7. The method for evaluating the short-term standby capability of the electric automobile according to claim 1, characterized in that: the lowest power constraint line is that,
Figure FDA0002780344140000031
wherein E ismin(t) is a minimum electric quantity constraint line, EmsTo maintain the bottom power, tmsTime to charge electric vehicle to a bottom-guaranteed electric quantity, texpFor electric vehicle off-grid time, EexpIs the expected amount of power for the user when off-grid.
8. The method for evaluating the short-term standby capability of the electric automobile according to claim 1, characterized in that: the depth of discharge is restricted, and the discharge depth is restricted,
Ems＝max(Ems,(1-D)Emax)
wherein D is depth of discharge, EmsThe bottom electricity quantity is kept;
the number of discharges constraint in a single scheduling period,
nc≤1
wherein n iscThe number of discharges within a single scheduling period.
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