CN110611322B - System frequency control method based on electric vehicle energy efficiency power plant - Google Patents

System frequency control method based on electric vehicle energy efficiency power plant Download PDF

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CN110611322B
CN110611322B CN201910836908.9A CN201910836908A CN110611322B CN 110611322 B CN110611322 B CN 110611322B CN 201910836908 A CN201910836908 A CN 201910836908A CN 110611322 B CN110611322 B CN 110611322B
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controllable
charging
automobile
state
electric
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CN110611322A (en
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周宇
胡卫丰
景春明
张亚朋
张嘉睿
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Tianjin University
State Grid Corp of China SGCC
Yancheng Power Supply Co of State Grid Jiangsu Electric Power Co Ltd
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Tianjin University
State Grid Corp of China SGCC
Yancheng Power Supply Co of State Grid Jiangsu Electric Power Co Ltd
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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
    • 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
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • 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
    • H02J3/24—Arrangements for preventing or reducing oscillations of power in networks
    • 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
    • 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

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

Abstract

The invention discloses a system frequency control method based on an electric automobile energy efficiency power plant, which comprises the following steps: (1) constructing a controllable domain of the single electric vehicle according to the charging time and the traveling demand of the electric vehicle, and judging whether the vehicle can participate in frequency control; (2) defining a status identifier S EV Describing the battery capacity state of the electric automobile, wherein the state identification can reflect the distance relationship between the SOC and the upper and lower boundaries of the controllable domain of the SOC; (3) according to S EV The values are sorted to obtain a response priority list of the automobiles, and an electric automobile frequency control strategy based on the response priority is determined.

Description

System frequency control method based on electric automobile energy efficiency power plant
Technical Field
The invention relates to the field of power dispatching, in particular to a system frequency control method based on an electric automobile energy efficiency power plant.
Background
With the rapid development of social economy, the demand of China on energy is increasing day by day, but fossil energy is exhausted day by day, the development of nuclear energy is limited, and a series of problems of resource shortage, climate warming, environmental pollution and the like are faced by the traditional power generation mode taking coal and petroleum as main energy sources. In addition, the increasingly worsening of ecological environment and the higher and higher requirements of users on the quality of electric energy make the development and utilization of renewable energy sources gradually become the necessary way for social sustainable development. In recent years, the large-scale application of intermittent renewable energy power generation technology has brought unprecedented uncertainty to the safe and efficient operation of power systems. The fluctuation of the power output of the source side needs to be balanced by arranging a large-capacity rotary standby unit. The method not only brings high cost to the construction and operation of power enterprises, but also can not effectively meet the requirement of rapid power balance of the system due to the lag of response speed, and has serious challenges on both the economy and the safety of the system.
The large-scale popularization of Electric Vehicles (EVs) is an important way for realizing the low-carbon traffic development, and the Electric vehicles have attracted wide attention worldwide. In the large-scale electric automobile access, certain weak links of a power grid can be overwhelmed. With the development of power electronic technology, modern control and communication technology, an electric automobile can be regarded as a power energy storage system under the control of Vehicle-to-Grid (V2G). The electric automobile can change the charging mode (such as disordered charging and intelligent charging) of the electric automobile so as to realize the conversion of the charging power on a time scale; or in an emergency, electric energy is fed back to the system according to the system requirement to assist the system to operate. Under the control of V2G, the electric vehicle can be used as a system load, an energy storage device or a distributed power supply, and becomes an active participant for assisting the system operation. Various researchers have conducted a lot of research on the access of electric vehicles to the power grid. A learner puts forward a charging load prediction model of the electric vehicle on the basis of considering the travel habits of the user; a learner explores the feasibility of using the electric automobile as a demand side response resource by effectively controlling the charging process of the electric automobile; a learner constructs a V2G frequency modulation response model of the electric vehicle based on droop control so as to improve the frequency quality of the system; the above documents utilize the response capability of an electric vehicle cluster (EVA) to participate in active regulation and control of the system, and the electric vehicle cluster has not yet been raised to the concept of an energy efficiency power plant, and the energy efficiency power plant is a demand-side resource, has the advantages of large scale and easy operation, and can provide equivalent service support of a conventional power plant for a power grid. The possibility and the rationality of constructing the energy efficiency power plant by the demand side response resources are verified by students, a basic framework of the energy efficiency power plant of the electric automobile is provided based on the modern communication technology, and the centralized management and control of the electric automobile which is scattered geographically can be realized.
Disclosure of Invention
Based on the prior art, the invention provides a system frequency control strategy based on an electric vehicle energy efficiency power plant, which is characterized in that a controllable domain of a single electric vehicle is constructed according to the characteristics of the electric vehicle such as charging time, travel demand and the like for judging whether the vehicle can participate in frequency control, a state identifier is defined to describe the battery capacity state of the electric vehicle, and then the electric vehicle is sequenced according to the value of the state identifier to obtain a response priority list of the vehicle.
The invention particularly relates to a system frequency control method based on an electric automobile energy efficiency power plant, which comprises the following steps:
(1) constructing a controllable domain of the single electric vehicle according to the charging time and the traveling demand of the electric vehicle, and judging whether the vehicle can participate in frequency control;
(2) define status identifier S EV Describing the battery capacity state of the electric automobile, wherein the state identification can reflect the distance relationship of the SOC from the upper and lower boundaries of the controllable domain of the SOC;
(3) according to S EV The values of the data are sorted to obtain a response priority list of the automobiles, and an electric automobile frequency control strategy based on the response priority is determined.
The construction process of the electric vehicle controllable domain in the step (1) is as follows:
when the battery charging and discharging constraint, the charging time constraint and the travel requirement constraint conditions are met, the electric automobile is in a controllable state and can participate in frequency control;
the battery aging and the battery life shortening can be caused by the overcharge or the overdischarge of the electric automobile, so the charge and discharge constraints of the battery are set in the control process as follows:
SOC down ≤SOC(t)≤SOC up
wherein, SOC down Is the lower bound of the battery charge-discharge constraint, SOC up Is the upper bound of the battery charge-discharge constraints;
only the electric vehicle connected to the power grid for charging can participate in the demand side response, so that the charging time constraint is set in the control process as shown in the following formula:
t s ≤t≤t e
wherein, t s Is the time when the automobile is connected into the charging pile to start charging, t e The time when the automobile leaves the charging pile after finishing charging;
when the electric vehicle finishes charging, the battery capacity of the electric vehicle should be enough to meet the travel requirement of the user, as shown in the following formula:
SOC end ≤SOC(t e )
therein, SOC end The minimum value of the battery electric quantity when the electric automobile finishes charging is reached;
determining a controllable domain of the single electric vehicle by combining the three constraints, wherein the controllable domain determines an upper boundary and a lower boundary of the controllable domain by battery charging and discharging constraints, and is provided with a forced charging boundary to meet travel requirement constraints, and the electric vehicle is in a controllable state only when the SOC is in the controllable domain and can participate in demand side response;
the electric automobile has three power states of charging, discharging and idling, the power of the charging automobile in the idling state is 0, but the charging automobile is still connected with the power grid through the charging pile, when the SOC touches a forced charging boundary, the electric automobile enters a forced charging state and is charged at a rated charging power until the electric automobile leaves the power grid; when the SOC touches the upper boundary or the lower boundary of the controllable domain, the automobile is switched to an idle state to wait for the next indication of the frequency control center.
Defining and calculating control parameters of the frequency control strategy in the step (2):
firstly, defining a total power regulation margin of the electric automobile for describing the frequency regulation capability of an energy efficiency power plant, and for the electric automobile, increasing the total power margin
Figure BDA0002192466060000031
With down regulation margin
Figure BDA0002192466060000032
Can be defined by the following formula:
Figure BDA0002192466060000033
wherein i is the number of the electric automobile;
Figure BDA0002192466060000034
is the rated charging power of the automobile and is a positive value;
Figure BDA0002192466060000035
the rated discharge power of the automobile is a negative value; n is a radical of EV-all Is the number of controllable electric vehicles; g EV Is a collection of controllable cars; n is a radical of hydrogen EV-all 、G EV The state of the electric vehicle is changed along with the switching between the controllable state and the non-controllable state; the total power adjusting margin is always satisfied
Figure BDA0002192466060000036
Further, the up-regulation margin of the total power of the electric automobile when all the discharged controllable automobiles are switched to the idle state is calculated
Figure BDA0002192466060000037
And the down-regulation margin of the total power of the electric automobile when all the controllable automobiles in the charging states are switched to the idle state
Figure BDA0002192466060000038
The calculation is shown as follows:
Figure BDA0002192466060000039
since SOC can describe battery charge, but notThe method embodies the distance relationship between itself and the upper and lower boundaries of the controllable domain, and thus uses the state identifier S EV Describing the relative position of SOC between the upper and lower boundaries of its controllable domain, status indicator of the ith car
Figure BDA00021924660600000310
The calculation is shown as follows:
Figure BDA00021924660600000311
therein, SOC i The state of charge of the ith automobile;
then, the numbers of all the controllable electric vehicles in the charging state are according to S EV The order is from high to low to obtain a response priority list L c (ii) a The serial numbers of all the controllable electric vehicles in the discharging state are according to S EV Arranging from low to high to obtain a response priority list L d As shown in the following formula:
Figure BDA0002192466060000041
wherein N is EV1 Is the number of controllable cars currently charged; c. C k Is L c The kth car number; n is a radical of EV2 Is the number of controllable cars currently discharging; d l Is L d The first automobile number; l is c And L d The following constraints are satisfied:
Figure BDA0002192466060000042
the electric vehicle frequency control strategy based on the response priority in the step (3) is as follows:
1) DP < 0: DP is the difference between the total power generation power and the total power utilization power in the power grid, and the total power generation power in the power grid is smaller than the total power utilization power, so that the total power requirement of the electric automobile is reduced;
if it is not
Figure BDA0002192466060000043
The charged controllable automobile is according to L c The sequence of the electric vehicles is sequentially switched to an idle state until the response requirement is met, and the number N of the electric vehicles is switched to the idle state c,idle The following constraint is satisfied:
Figure BDA0002192466060000044
if it is used
Figure BDA0002192466060000045
And is
Figure BDA0002192466060000046
Firstly, all the controllable electric vehicles in the charging states are switched to the idle state, and then the serial numbers of all the idle controllable electric vehicles are numbered according to the S EV After ranking from high to low, a response priority list L is obtained idle.d As shown in the following formula:
Figure BDA0002192466060000047
wherein z is m Is L idle.d The m-th automobile number; n is a radical of EV0 The number of the controllable automobiles in the idle state at present is changed in real time;
finally, the controllable automobile in an idle state is driven according to L idle.d The number N of the electric vehicles sequentially switched to the discharging state until the response requirement is met and switched to the discharging state idle,d Satisfying the following constraint:
Figure BDA0002192466060000051
if it is used
Figure BDA0002192466060000052
The response demand exceeds the frequency of the energy efficient power plant at this timeRate regulation capability, all controllable electric vehicles are switched to a discharge state;
2) DP > 0: at the moment, the total power generation power of the system is higher than the total power consumption power, and the total power demand of the electric automobile is increased;
if it is not
Figure BDA0002192466060000053
Make the discharging controllable automobile according to L d Sequentially switching to an idle state until the response requirement is met, and in the process, the number N of the vehicles switched to the idle state d,idle The following constraint is satisfied:
Figure BDA0002192466060000054
if it is not
Figure BDA0002192466060000055
And is
Figure BDA0002192466060000056
Firstly, all discharged controllable electric vehicles are switched to an idle state, and then the serial numbers of all idle controllable electric vehicles are numbered according to S EV The ascending order is arranged to obtain a new response priority list L idle,c As shown in the following formula:
Figure BDA0002192466060000057
wherein e is n Is L idle.c The nth car number;
finally, the controllable automobile in an idle state is driven according to L idle.c The charging state is sequentially switched to the charging state until the response requirement is met, and the number N of the electric vehicles switched to the charging state in the process idle,c Satisfying the following constraint:
Figure BDA0002192466060000061
if it is not
Figure BDA0002192466060000062
And the response requirement exceeds the frequency regulation capability of the electric automobile energy efficiency power plant, and the frequency modulation control center switches all controllable automobiles into a charging state.
Drawings
FIG. 1 is a frequency control strategy framework of the present invention;
FIG. 2 is a schematic diagram of the single body electric vehicle controllable domain of the present invention;
FIG. 3 is a schematic diagram of a control strategy when the total power of the electric vehicle needs to be adjusted downwards;
FIG. 4 is a schematic diagram of a control strategy when the total power demand of the electric vehicle is adjusted upwards;
fig. 5 is a flow chart of a frequency control strategy according to the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
A system frequency control strategy based on an electric vehicle energy efficiency power plant comprises the following steps: a controllable domain of the single electric vehicle is constructed according to the characteristics of the electric vehicle such as charging time and travel demand and is used for judging whether the vehicle can participate in frequency control; next, a state flag S is defined EV Describing the battery capacity state of the electric automobile, wherein the state identification can reflect the distance relationship between the SOC and the upper and lower boundaries of the controllable domain of the SOC; finally, according to S EV The values are used for sequencing the electric automobiles to obtain a response priority list of the automobiles, and an electric automobile frequency control strategy based on the response priority is provided.
The frequency control strategy framework is as follows:
as shown in fig. 1, the whole frequency control strategy framework is composed of two parts, namely a frequency modulation control center and an electric vehicle energy efficiency power plant.
The electric automobiles are combined into a demand side energy efficiency power plant to participate in centralized frequency control. The single electric automobile can participate in frequency control only in a controllable state, so that a controllable domain of the electric automobile is constructed to judge whether the electric automobile is controllable. The construction of the controllable domain of the electric automobile needs to consider the charging time of the automobile, the charging and discharging constraints of the battery and the travel requirements of users. The charging time refers to the time period when the electric automobile is connected to a power grid, the battery charging and discharging constraint refers to the upper and lower limit constraint ranges of the SOC of the battery, and the user travel demand refers to the lowest battery electric quantity required by the electric automobile as a vehicle for traveling.
DP in fig. 1 is the difference between the total power generated and the total power used in the grid. Energy efficiency power plant of electric automobile will be S of every automobile EV And the real-time power and whether the load information is controllable and the like are sent to a frequency modulation control center. Based on the pair electric automobile S EV Under the guidance of the sequenced frequency control strategy, the frequency modulation control center determines a control signal issued to the energy efficiency power plant according to load information provided by the energy efficiency power plant and a frequency modulation response demand DP transmitted by a power grid, changes part of the charging power of the electric automobile to meet the frequency modulation demand, and enables the total power change amount (DP) of the electric automobile EV-all ) Equal to DP.
The construction process of the electric vehicle controllable domain comprises the following steps:
when the constraint conditions of battery charging and discharging, charging time and travel demand are met, the electric automobile is in a controllable state and can participate in frequency control.
The battery aging and the battery life shortening can be caused by the overcharge or the overdischarge of the electric automobile, so the charge and discharge constraints of the battery are set in the control process as follows:
SOC down ≤SOC(t)≤SOC up (1)\*MERGEFORMAT
wherein, SOC down Is the lower boundary of the battery charge-discharge constraint; SOC up Is the upper bound of the battery charge-discharge constraints.
Only the electric vehicle connected to the power grid for charging can participate in the demand side response, so that the charging time constraint is set in the control process as shown in the following formula:
t s ≤t≤t e (2)
wherein，t s The charging time is the time when the automobile is connected into the charging pile to start charging; t is t e The time when the automobile finishes charging and leaves the charging pile is shown.
When the electric vehicle finishes charging, the battery capacity of the electric vehicle should be enough to meet the travel requirement of the user, as shown in the following formula:
SOC end ≤SOC(t e ) (3)\*MERGEFORMAT
therein, SOC end The minimum value of the battery capacity when the electric automobile finishes charging is reached.
The controllable domain of the single-body electric vehicle shown in fig. 2 can be defined by formulas (1) to (3). The electric vehicle is in a controllable state only when the SOC is within the controllable domain, and can participate in demand side response. The controllable domain is defined by the battery charge-discharge constraint, the upper boundary and the lower boundary thereof are determined, and a forced charge boundary is set to meet the travel requirement constraint.
The electric automobile has three power states of charging, discharging and idling. The power of the charging automobile in an idle state is 0, and the charging automobile is still connected with a power grid through a charging pile. When the SOC touches a forced charging boundary, the electric automobile enters a forced charging state and is charged at a rated charging power until the electric automobile leaves a power grid. When the SOC touches the upper boundary or the lower boundary of the controllable domain, the automobile is switched to an idle state to wait for the next indication of the frequency control center.
Defining and calculating control parameters of a frequency control strategy, specifically as follows:
first, a total power regulation margin of the electric vehicle is defined for describing a frequency regulation capability of the energy efficient power plant. For electric vehicles, the total power up-regulation margin thereof
Figure BDA0002192466060000081
With down regulation margin
Figure BDA0002192466060000082
Can be defined by the following formula:
Figure BDA0002192466060000083
wherein i is the number of the electric automobile;
Figure BDA0002192466060000084
is the rated charging power of the automobile and is a positive value;
Figure BDA0002192466060000085
the rated discharge power of the automobile is a negative value; n is a radical of EV-all Is the number of controllable electric vehicles; g EV Is a collection of controllable cars; n is a radical of EV-all 、G EV As the electric vehicle switches between the controllable state and the non-controllable state. The total power adjusting margin is always satisfied
Figure BDA0002192466060000086
Further, the up-regulation margin of the total power of the electric automobile when all the discharged controllable automobiles are switched to the idle state is calculated
Figure BDA0002192466060000087
And the down-regulation margin of the total power of the electric vehicle when all the controllable vehicles in the charging states are switched to the idle state
Figure BDA0002192466060000088
The calculation is shown as follows:
Figure BDA0002192466060000089
since the SOC can describe the battery power, but cannot reflect the distance relationship between the SOC and the upper and lower boundaries of the controllable domain, the state identifier S is used EV Describing the relative position of SOC between the upper and lower boundaries of its controllable domain, status indicator of the ith car
Figure BDA00021924660600000810
The calculation is shown as follows:
Figure BDA00021924660600000811
wherein, SOC i The state of charge of the ith vehicle.
Then, the numbers of all the controllable electric vehicles in the charging state are according to S EV The order is from high to low to obtain a response priority list L c (ii) a The serial numbers of all the controllable electric vehicles in the discharging state are according to S EV Arranging from low to high to obtain a response priority list L d As shown in the following formula:
Figure BDA0002192466060000091
wherein N is EV1 Is the number of controllable cars currently charged; c. C k Is L c The kth car number; n is a radical of hydrogen EV2 Is the controllable number of cars currently discharging; d l Is L d The first car number in (c). L is c And L d The following constraints are satisfied:
Figure BDA0002192466060000092
an electric vehicle frequency control strategy based on response priority is provided, and the method specifically comprises the following steps:
the specific control process needs to be discussed according to the situation:
1) DP < 0: at this time, the total power generation power in the power grid is smaller than the total power utilization power, the total power of the electric vehicle needs to be reduced, and the control process is shown in fig. 3.
If it is not
Figure BDA0002192466060000093
The charged controllable automobile is arranged according to L c The number of electric vehicles (N) switched to the idle state until the response requirement is met c,idle ) The following constraint is satisfied:
Figure BDA0002192466060000094
if it is not
Figure BDA0002192466060000095
And is
Figure BDA0002192466060000096
Firstly, all the controllable electric vehicles in the charging states are switched to the idle state, and then the serial numbers of all the idle controllable electric vehicles are numbered according to S EV After ranking from high to low, a response priority list L is obtained idle.d As shown in the following formula:
Figure BDA0002192466060000097
wherein z is m Is L idle.d The m-th automobile number; n is a radical of EV0 The number of the controllable automobiles in the idle state at present is changed in real time.
Finally, the controllable automobile in an idle state is driven according to L idle D, the number of electric vehicles sequentially switched to the discharge state until the response requirement is met, and the electric vehicles switched to the discharge state (N) idle,d ) The following constraint is satisfied:
Figure BDA0002192466060000101
if it is used
Figure BDA0002192466060000102
At the moment, the response demand exceeds the frequency regulation capacity of the energy efficiency power plant, and all the controllable electric automobiles are switched to a discharge state.
2) DP > 0: at this time, the total power generation power of the system is higher than the total power utilization power, the total power of the electric vehicle needs to be increased, and the control process is shown in fig. 4.
If it is used
Figure BDA0002192466060000103
Make it is being placedElectric controllable motor car according to L d The intermediate sequence is sequentially switched to an idle state until the response requirement is met. In this process, the number of vehicles (N) switched to the idle state d,idle ) Satisfying the following constraint:
Figure BDA0002192466060000104
if it is used
Figure BDA0002192466060000105
And is
Figure BDA0002192466060000106
Firstly, all the discharged controllable electric vehicles are switched to an idle state, and then the serial numbers of all the idle controllable electric vehicles are numbered according to S EV The ascending order is arranged to obtain a new response priority list L idle,c As shown in the following formula:
Figure BDA0002192466060000107
wherein e is n Is L idle.c The nth car number; n is a radical of hydrogen EV0 The physical meaning of (c) is the same as in equation (10), but the scene-dependent values are different.
Finally, the controllable automobile in an idle state is driven according to L idle.c Sequentially switching to the charging state until the response requirement is met, wherein the number of the electric vehicles (N) of the state switching in the process idle,c ) The following constraint is satisfied:
Figure BDA0002192466060000111
if it is not
Figure BDA0002192466060000112
And the response requirement exceeds the frequency regulation capability of the electric automobile energy efficiency power plant, and the frequency modulation control center switches all controllable automobiles into a charging state.
According to a specific control process, the response capacity of the single electric vehicle is considered in the frequency control strategy, the SOC of the vehicle is prevented from touching the upper and lower boundaries of the controllable domain as much as possible, the flow chart of the frequency control strategy is shown in fig. 5, and the electric vehicles in fig. 5 all belong to controllable electric vehicles.
Finally, it should be noted that the above embodiments are only used for illustrating the technical solutions of the present invention and not for limiting the same. It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

Claims (2)

1. A system frequency control method based on an electric automobile energy efficiency power plant is characterized by comprising the following steps:
(1) constructing a controllable domain of the single electric vehicle according to the charging time and the traveling demand of the electric vehicle, and judging whether the vehicle can participate in frequency control;
(2) define status identifier S EV Describing the battery capacity state of the electric automobile, wherein the state identification can reflect the distance relationship of the SOC from the upper and lower boundaries of the controllable domain of the SOC;
(3) according to S EV The values are used for sequencing the electric automobiles to obtain a response priority list of the automobiles, and an electric automobile frequency control strategy based on the response priority is determined;
the construction process of the electric vehicle controllable domain in the step (1) is as follows:
when battery charge-discharge constraint, charge time constraint and travel demand constraint conditions are met, the electric automobile is in a controllable state and can participate in frequency control;
the battery aging and the battery life shortening can be caused by the overcharge or the overdischarge of the electric automobile, so the charge and discharge constraints of the battery are set in the control process as follows:
SOC down ≤SOC(t)≤SOC up
therein, SOC down Is the lower bound of the battery charge-discharge constraint, SOC up Is the upper bound of the battery charge-discharge constraints;
only the electric vehicle connected to the power grid for charging can participate in the demand side response, so that the charging time constraint is set in the control process as shown in the following formula:
t s ≤t≤t e
wherein, t s Is the time when the automobile is connected into the charging pile to start charging, t e The time when the automobile leaves the charging pile after finishing charging;
when the electric vehicle finishes charging, the battery capacity of the electric vehicle should be enough to meet the travel requirement of the user, as shown in the following formula:
SOC end ≤SOC(t e )
wherein, SOC end The minimum value of the battery electric quantity when the electric automobile finishes charging is reached;
determining a controllable domain of the single electric vehicle by combining the three constraints, wherein the controllable domain determines an upper boundary and a lower boundary of the controllable domain by battery charging and discharging constraints, and is provided with a forced charging boundary to meet travel requirement constraints, and the electric vehicle is in a controllable state only when the SOC is in the controllable domain and can participate in demand side response;
the electric automobile has three power states of charging, discharging and idling, the power of the charging automobile in the idling state is 0, but the charging automobile is still connected with the power grid through the charging pile, when the SOC touches a forced charging boundary, the electric automobile enters a forced charging state and is charged at a rated charging power until the electric automobile leaves the power grid; when the SOC touches the upper boundary or the lower boundary of the controllable domain, the automobile is switched to an idle state to wait for the next indication of the frequency control center;
defining and calculating control parameters of the frequency control strategy in the step (2):
firstly, a total power regulation margin of the electric vehicle is defined for describing the frequency regulation capability of the energy-efficient power plant, and for the electric vehicle, the total power up regulation margin is defined
Figure FDA0003673928180000021
With down regulation margin
Figure FDA0003673928180000022
Is defined by the formula:
Figure FDA0003673928180000023
wherein i is the number of the electric automobile;
Figure FDA0003673928180000024
is the rated charging power of the automobile and is a positive value;
Figure FDA0003673928180000025
the rated discharge power of the automobile is a negative value; n is a radical of EV-all Is the number of controllable electric vehicles; g EV Is a collection of controllable cars; n is a radical of EV-all 、G EV The state of the electric vehicle is changed along with the switching between the controllable state and the non-controllable state; the total power adjusting margin is always satisfied
Figure FDA0003673928180000026
Further, the up-regulation margin of the total power of the electric automobile when all the discharged controllable automobiles are switched to the idle state is calculated
Figure FDA0003673928180000027
And the down-regulation margin of the total power of the electric automobile when all the controllable automobiles in the charging states are switched to the idle state
Figure FDA0003673928180000028
The calculation is shown as follows:
Figure FDA0003673928180000029
the SOC can describe the battery power, but cannot reflect the distance relationship between the SOC and the upper and lower boundaries of the controllable domain, so the use stateSign S EV Describing the relative position of SOC between the upper and lower boundaries of its controllable domain, status identification of the ith car
Figure FDA00036739281800000210
The calculation is shown as follows:
Figure FDA00036739281800000211
Figure FDA00036739281800000212
wherein, SOC i The state of charge of the ith automobile;
then, the numbers of all the controllable electric vehicles in the charging state are according to S EV The order is from high to low to obtain a response priority list L c (ii) a The serial numbers of all the controllable electric vehicles in the discharging state are according to S EV Arranging from low to high to obtain a response priority list L d As shown in the following formula:
Figure FDA0003673928180000031
Figure FDA0003673928180000032
wherein N is EV1 Is the number of controllable cars currently charged; c. C k Is L c The kth automobile number; n is a radical of hydrogen EV2 Is the number of controllable cars currently discharging; d l Is L d The first automobile number; l is a radical of an alcohol c And L d The following constraints are satisfied:
Figure FDA0003673928180000033
Figure FDA0003673928180000034
2. the system frequency control method based on the electric vehicle energy efficiency power plant as claimed in claim 1, wherein the electric vehicle frequency control strategy based on the response priority in the step (3) is as follows:
1) DP < 0: DP is the difference between the total power generation power and the total power utilization power in the power grid, and the total power generation power in the power grid is smaller than the total power utilization power, so that the total power requirement of the electric automobile is reduced;
if it is used
Figure FDA0003673928180000035
The charged controllable automobile is according to L c The sequence of the electric vehicles is sequentially switched to an idle state until the response requirement is met, and the number N of the electric vehicles is switched to the idle state c,idle Satisfying the following constraint:
Figure FDA0003673928180000036
if it is not
Figure FDA0003673928180000037
And is
Figure FDA0003673928180000038
Firstly, all the controllable electric vehicles in the charging states are switched to the idle state, and then the serial numbers of all the idle controllable electric vehicles are numbered according to S EV After ranking from high to low, a response priority list L is obtained idle.d As shown in the following formula:
Figure FDA0003673928180000039
Figure FDA00036739281800000310
wherein z is m Is L idle.d The m-th automobile number; n is a radical of EV0 The number of the controllable automobiles in the idle state at present is changed in real time;
finally, the controllable automobile in an idle state is driven according to L idle.d The number N of the electric vehicles sequentially switched to the discharging state until the response requirement is met and switched to the discharging state idle,d The following constraint is satisfied:
Figure FDA0003673928180000041
if it is used
Figure FDA0003673928180000042
At the moment, the response requirement exceeds the frequency regulation capacity of the energy efficiency power plant, and all the controllable electric vehicles are switched to a discharge state;
2) DP > 0: at the moment, the total power generation power of the system is higher than the total power consumption power, and the total power demand of the electric automobile is increased;
if it is not
Figure FDA0003673928180000043
Make the discharging controllable car according to L d Sequentially switching to an idle state until the response requirement is met, and in the process, the number N of the automobiles switched to the idle state d,idle The following constraint is satisfied:
Figure FDA0003673928180000044
if it is used
Figure FDA0003673928180000045
And is
Figure FDA0003673928180000046
Firstly, all discharged controllable electric vehicles are switched to an idle state, and then the serial numbers of all idle controllable electric vehicles are numbered according to S EV The ascending order is arranged to obtain a new response priority list L idle,c As shown in the following formula:
Figure FDA0003673928180000047
Figure FDA0003673928180000048
wherein e is n Is L idle.c The nth car number;
finally, the controllable automobile in an idle state is driven according to L idle.c The charging state is sequentially switched to the charging state until the response requirement is met, and the number N of the electric vehicles switched in the state in the process idle,c The following constraint is satisfied:
Figure FDA0003673928180000049
if it is used
Figure FDA0003673928180000051
And the response requirement exceeds the frequency regulation capability of the electric automobile energy efficiency power plant, and the frequency modulation control center switches all controllable automobiles into a charging state.
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