WO2015143891A1 - Virtual synchronization motor control method for energy storage and charging and discharging of electric vehicle - Google Patents

Virtual synchronization motor control method for energy storage and charging and discharging of electric vehicle Download PDF

Info

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
Authority
WO
WIPO (PCT)
Prior art keywords
synchronous motor
voltage
interface
virtual synchronous
grid
Prior art date
Application number
PCT/CN2014/093002
Other languages
French (fr)
Chinese (zh)
Inventor
吕志鹏
盛万兴
刘海涛
钟庆昌
李蕊
梁惠施
Original Assignee
国家电网公司
中国电力科学研究院
国网辽宁省电力有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 国家电网公司, 中国电力科学研究院, 国网辽宁省电力有限公司 filed Critical 国家电网公司
Publication of WO2015143891A1 publication Critical patent/WO2015143891A1/en

Links

Images

Classifications

    • 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—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or depolarising 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—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2207/00—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A virtual synchronization motor control method for the energy storage and charging and discharging of an electric vehicle. A charging circuit is a high-frequency isolated PWM rectification circuit. The PWM rectification circuit comprises an AC interface and a DC interface which are connected in sequence, the AC interface is an H bridge AC/DC rectification circuit and is used for rectifying a grid voltage into a DC voltage of 600V; the DC interface is an isolated DC/DC convertor and is used for converting the DC voltage of 600V into a DC voltage of 48V to supply a load to the electric vehicle. The method comprises: (1) controlling an AC interface using a virtual synchronization motor control strategy; and(2) conducting control of double rings, i.e. an outer voltage ring and an inner current ring, on a DC interface. The control method can reduce the influence of an energy storage charging and discharging interface on the grid, thereby improving the adaptability of the grid to large-scale energy storage access. The DC interface is an isolated DC/DC convertor, so that the demand of an energy storage battery for charging at a quick constant power can be satisfied.

Description

一种电动汽车储能充放电虚拟同步电机控制方法Electric motor energy storage and discharge virtual synchronous motor control method 技术领域Technical field
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。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.
背景技术Background technique
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。With the continuous consumption of fossil fuels, global energy crises and environmental problems are increasing. Traditional fuel-efficient vehicles, as a major consumer of fossil fuels, face enormous challenges. In recent years, with the continuous advancement of battery and renewable energy grid-connected technology, the development of electric vehicles has attracted wide attention. Along with the rapid development of electric vehicles, its impact on the capacity expansion, planning, construction, and power quality of distribution networks has become more prominent. The charging and discharging interface of electric vehicles is an important bridge and link between electric vehicles and power grids. Its circuits and advanced control strategies have important research value. On the one hand, the AC/DC power conversion process of the electric vehicle charging interface may bring a lot of harmonic pollution to the distribution network. The grid side needs some high-performance grid-connected interfaces that are friendly to the grid and interact with the grid. 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. On the other hand, in order to adapt to the practical use of electric vehicles, its charging and discharging interface and its control technology are still to be further studied.
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***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。 In order to effectively cope with the rapid development of electric vehicles and make them more "model load" that meets the requirements of power grids, some literatures have been studied. These studies can be divided into two categories according to the size of charging power. First of all, for small power and slow charging where the charging power is not high, the vehicle to grid (V2G) and the design of the charging circuit have been extensively studied. In order to integrate the battery of the electric vehicle to provide the necessary auxiliary services for the power grid, a third-party dispatch control center other than the electric vehicle and the power grid is required, which increases the system cost and the complexity of the problem. In high-voltage and high-power centralized fast charging applications, high-voltage DC/DC converters and power quality management issues have also received attention. However, existing research rarely considers grid-side demand such as demand side response and grid friendliness of electric vehicles. Under the influence of advanced control strategies, if the charging and discharging circuit can be equivalent to an autonomous unit that interacts with the power grid, and meets advanced functions such as grid friendliness and demand side response, it will accelerate the development of electric vehicles and reduce their impact on the power grid. It is of great significance. This not only reduces the adverse effects of high penetration of electric vehicles on distribution network stability and power quality, but also effectively meets the needs of users for fast constant power charging. Referring to the synchronous motor technology in the traditional power grid, if 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.
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***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。In order to regulate the voltage sequence of electric vehicle charging equipment, 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. In order to meet the needs of conventional charging of electric vehicles, 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. In order to meet the fast charging requirements of electric vehicles, it is required to provide the charging capacity of 400A and 240kW for electric vehicles in the DC level. The standard also 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.
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。The existing common electric vehicle charging interface circuits mainly have the three types shown in Figure 1.
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***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％。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. However, 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%.
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，***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％。2. Uncontrolled rectification structure with high frequency isolation, as shown in Figure 1(b). Due to the high-frequency transformer isolation technology, the volume of the system is significantly reduced compared to the power frequency isolation method. However, studies have shown that the current THD of this type of interface circuit is still as high as 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。3. High-frequency isolated PWM rectification structure, as shown in Figure 1 (c). Since the rectifier side adopts the PWM control mode, the power factor and the current THD can be significantly improved, and the volume is small and the dynamic response is good. However, the charging and discharging circuit of the structure cannot achieve the purpose of grid interaction and demand side response.
发明内容Summary of the invention
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。In view of the deficiencies of the prior art, 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.
本发明的目的是采用下述技术方案实现的：The object of the present invention is achieved by the following technical solutions:
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； 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;
其改进之处在于，所述方法包括：The improvement is that the method comprises:
①对交流接口采用虚拟同步电机控制策略进行控制；1 pair of AC interfaces are controlled by a virtual synchronous motor control strategy;
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。2 pairs of DC interfaces are controlled by a dual loop control strategy with a voltage outer loop and a current inner loop.
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；Further, 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;
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。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.
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：Further, in the above 1: the electric vehicle electric charging pile of the grid interconnection point is equivalent to the virtual synchronous motor, and the mathematical model of the virtual synchronous motor control is as follows:
虚拟同步电机的转矩方程表示为：The torque equation of the virtual synchronous motor is expressed as:
Figure PCTCN2014093002-appb-000001
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；Where: δ is the power angle of the virtual synchronous motor, the unit is rad; ω is the angular velocity of the virtual synchronous motor, ω 0 is the grid synchronous angular velocity, the unit is rad/s; H is the inertia time constant of the virtual synchronous motor, the unit is s; T e , T m and T d are the electromagnetic, mechanical torque and damping torque of the virtual synchronous motor, respectively, in units of N·m; D is the damping coefficient in N·m·s/rad; among them, the virtual synchronous motor The electromagnetic torque is obtained from the three-phase potentials e a , e b , e c of the virtual synchronous motor and the three-phase output currents i a , i b , i c , ie T e =P e /ω=(e a i a +e b i b +e c i c )/ω;
虚拟同步电机的电磁方程表示为：The electromagnetic equation of a virtual synchronous motor is expressed as:
Figure PCTCN2014093002-appb-000002
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。Where 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.
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； Further, the AC interface adjusts the active and reactive power of the power grid according to the frequency and voltage of the power grid;
A、有功调节：A, active adjustment:
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：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 ΔT, wherein T 0 is expressed as:
T0＝Pref/ω   (3)；T 0 =P ref /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：Among them, P ref is the active command of the grid-connected inverter. In the charge and discharge circuit, 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 ΔT is expressed as:
△T＝kf(f-f0)   (4)；ΔT=k f (ff 0 ) (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；Where f is the frequency of the voltage of the virtual synchronous motor terminal, f 0 is the rated frequency of the power grid, and k f is the frequency response coefficient, which is a constant negative number;
B、无功调节：B, reactive power regulation:
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；Adjusting the terminal voltage and reactive power by adjusting the virtual potential E p of the virtual synchronous motor model;
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；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 ΔE Q , and a reactor terminal voltage adjustment potential ΔE U ;
反应无功功率调节的部分电势△EQ表示为：The partial potential ΔE Q of the reactive power regulation is expressed as:
△EQ＝kq(Qref-Q)   (5)；ΔE Q =k q (Q ref -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：Where k q is the reactive power adjustment coefficient, ΔE Q is the reactive command of the AC interface, and Q is the instantaneous reactive power outputted by the AC interface terminal, and Q is expressed as:
Figure PCTCN2014093002-appb-000003
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；Where: u a , u b and u c are respectively the three camera terminal voltages of the virtual synchronous electrodes;
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：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 ΔE U is expressed as:
△EU＝kv(Uref-U)   (7)；ΔE U =k v (U ref -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；Where U ref and U are respectively the command value and the true value of the rms value of the grid line inverter line voltage, and k v is the voltage adjustment coefficient;
虚拟同步电机电势为： The virtual synchronous motor potential is:
Ep＝E0+△EQ+△EU   (8)；E p =E 0 +ΔE Q +ΔE U (8);
虚拟同步电机电势电压矢量为：The virtual synchronous motor potential voltage vector is:
Figure PCTCN2014093002-appb-000004
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。Further, 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 δ, 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 .
与现有技术比，本发明达到的有益效果是：Compared with the prior art, the beneficial effects achieved by the present invention are:
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。1. 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.
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***稳定性。2. 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.
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***可靠性，且能满足储能电池快速恒功率充电的需求。3. 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.
附图说明DRAWINGS
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；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;
图2是本发明提供的交流接口控制策略结构图；2 is a structural diagram of an AC interface control strategy provided by the present invention;
图3是本发明提供的直流接口控制策略结构图。 FIG. 3 is a structural diagram of a DC interface control strategy provided by the present invention.
具体实施方式detailed description
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。The specific embodiments of the present invention are further described in detail below with reference to the accompanying drawings.
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。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.
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；The hardware topology that the invention relies on is shown in FIG. 1(C); 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;
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。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.
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：The control method for the energy storage and discharge virtual synchronous motor of the electric vehicle provided by the invention comprises:
①对交流接口采用虚拟同步电机控制策略进行控制；1 pair of AC interfaces are controlled by a virtual synchronous motor control strategy;
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。In the grid side AC/DC communication interface, 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.
虚拟同步电机的转矩方程表示为：The torque equation of the virtual synchronous motor is expressed as:
Figure PCTCN2014093002-appb-000005
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。Where: δ is the power angle of the virtual synchronous motor, the unit is rad; ω is the angular velocity of the virtual synchronous motor, ω 0 is the grid synchronous angular velocity, the unit is rad/s; H is the inertia time constant of the virtual synchronous motor, the unit is s; T e , T m and T d are the electromagnetic, mechanical torque and damping torque of the virtual synchronous motor, respectively, in units of N·m; D is the damping coefficient in units of N·m·s/rad; wherein, the virtual synchronous motor The electromagnetic torque is obtained from the three-phase potentials e a , e b , e c of the virtual synchronous motor and the three-phase output currents i a , i b , i c , ie T e =P e /ω=(e a i a +e b i b +e c i c )/ω; due to the existence of the constants H and D, the charger exhibits the ability of mechanical inertia and damping power oscillation during grid voltage/frequency disturbance and load switching.
虚拟同步电机的电磁方程表示为：The electromagnetic equation of a virtual synchronous motor is expressed as:
Figure PCTCN2014093002-appb-000006
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。Where 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.
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。Under the action of the proposed virtual motor control strategy, 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.
A、有功调节：A, active adjustment:
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：Under the constant power load condition of power P, the rated mechanical torque command T 0 of the synchronous motor is inversely proportional to the grid frequency ω, that is, T 0 ω=P; in addition, the mechanical torque of the synchronous motor after the grid frequency disturbance It is changed by physical damping: the higher the grid frequency, the faster the motor speed, and the greater the mechanical damping torque such as air friction. This can be seen as a response to changes in the grid frequency. 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 ΔT, where T 0 can be expressed as:
T0＝Pref/ω   (3)；T 0 =P ref /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：Among them, P ref is the active command of the grid-connected inverter. In the charge and discharge circuit, 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 ΔT is expressed as:
△T＝kf(f-f0)   (4)；ΔT=k f (ff 0 ) (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。Where f is the frequency of the terminal voltage of the virtual synchronous motor, f 0 is the rated frequency of the grid, and k f is the frequency response coefficient, which is a constant negative number.
B、无功调节：B, reactive power regulation:
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。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.
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：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 ΔE Q , which can be expressed as:
△EQ＝kq(Qref-Q)   (5)；ΔE Q =k q (Q ref -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：Where k q is the reactive power adjustment coefficient, ΔE Q is the reactive command of the AC interface, and Q is the instantaneous reactive power outputted by the AC interface terminal, and Q is expressed as:
Figure PCTCN2014093002-appb-000007
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；Where: u a , u b and u c are respectively the three camera terminal voltages of the virtual synchronous electrodes;
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：The third part of the virtual potential command E p is the voltage regulation potential ΔE U of the reactor terminal, and ΔE 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:
△EU＝kv(Uref-U)   (7)；ΔE U =k v (U ref -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；Where U ref and U are respectively the command value and the true value of the rms value of the grid line inverter line voltage, and k v is the voltage adjustment coefficient;
虚拟同步电机电势为：The virtual synchronous motor potential is:
Ep＝E0+△EQ+△EU   (8)；E p =E 0 +ΔE Q +ΔE U (8);
虚拟同步电机电势电压矢量为：The virtual synchronous motor potential voltage vector is:
Figure PCTCN2014093002-appb-000008
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。Based on the above analysis, an AC interface control strategy based on the virtual synchronous motor strategy can be obtained, as shown in FIG. 2 . After 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 δ, in order to ensure that the alternating current i abc between the AC interface and the grid has a lower total harmonic distortion rate, To meet the grid-friendly function, based on the potential voltage e abc obtained by equation (9), 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.
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：2 pairs of DC interfaces are controlled by a dual loop control strategy with voltage outer loop and current inner loop:
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。Based on the charging and discharging circuit interface of Figure 1(c), the DC output voltage of the AC interface is U dc =600V, which cannot be directly connected to the electric vehicle battery. Therefore, the high power and wide output voltage shown in Figure 1(c) is required. The range of DC interfaces serves as a bridge and link for connecting high-voltage DC busbars and electric vehicles. The control strategy of the DC interface is realized by the double loop control of the voltage outer loop PI v and the current inner loop PI i , and the output voltage U o of the DC interface is stabilized to its rated value U oref =48V, as shown in FIG. 3 , where D is Driving the duty cycle of the DC/DC converter IGBT of Figure 1 (c), I d is the charging current of the electric vehicle.
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。In the control method provided by the invention, 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.
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。 Finally, it should be noted that the above embodiments are only for explaining the technical solutions of the present invention and are not limited thereto, although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that the present invention can still be The invention is to be construed as being limited by the scope of the appended claims.

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；An electric vehicle energy storage and discharge virtual synchronous motor control method, the charging circuit used in the method is a high frequency isolated PWM rectifying circuit, the PWM rectifying circuit comprises an alternating current interface and a direct current interface, and the alternating current interface is adopted 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 for supply to an electric vehicle load;
    其特征在于，所述方法包括：The method is characterized in that: the method comprises:
    ①对交流接口采用虚拟同步电机控制策略进行控制；1 pair of AC interfaces are controlled by a virtual synchronous motor control strategy;
    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 pairs of DC interfaces are controlled by a dual loop control strategy of voltage outer loop and current inner loop.
  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；The control method according to claim 1, wherein 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 the anti-parallel diode assembly; 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;
    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。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.
  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：The control method according to claim 1, wherein in the 1st aspect, the electric vehicle electric charging pile of the grid interconnection point is equivalent to the virtual synchronous motor, and the mathematical model of the virtual synchronous motor control is as follows:
    虚拟同步电机的转矩方程表示为：The torque equation of the virtual synchronous motor is expressed as:
    Figure PCTCN2014093002-appb-100001
    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Where: δ is the power angle of the virtual synchronous motor, the unit is rad; ω is the angular velocity of the virtual synchronous motor, ω 0 is the grid synchronous angular velocity, the unit is rad/s; H is the inertia time constant of the virtual synchronous motor, the unit is s; T e , T m and T d are the electromagnetic, mechanical torque and damping torque of the virtual synchronous motor, respectively, in units of N·m; D is the damping coefficient in N·m·s/rad; among them, the virtual synchronous motor The electromagnetic torque is obtained by the three-phase potentials e a , e b , e c of the virtual synchronous motor and the three-phase output currents i a , i b , i c , ie
    Te＝Pe/ω＝(eaia+ebib+ecic)/ω；T e =P e /ω=(e a i a +e b i b +e c i c )/ω;
    虚拟同步电机的电磁方程表示为：The electromagnetic equation of a virtual synchronous motor is expressed as:
    Figure PCTCN2014093002-appb-100002
    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。Where 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.
  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；The control method according to claim 3, wherein the AC interface adjusts the active and reactive power of the power take-off according to the frequency and voltage of the power grid;
    A、有功调节：A, active adjustment:
    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：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 ΔT, wherein T 0 is expressed as:
    T0＝Pref/ω  (3)；T 0 =P ref /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：Among them, P ref is the active command of the grid-connected inverter. In the charge and discharge circuit, 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 ΔT is expressed as:
    ΔT＝kf(f-f0)  (4)；ΔT=k f (ff 0 ) (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；Where f is the frequency of the voltage of the virtual synchronous motor terminal, f 0 is the rated frequency of the power grid, and k f is the frequency response coefficient, which is a constant negative number;
    B、无功调节：B, reactive power regulation:
    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；Adjusting the terminal voltage and reactive power by adjusting the virtual potential E p of the virtual synchronous motor model;
    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；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 ΔE Q , and a reactor terminal voltage regulation potential ΔE U ;
    反应无功功率调节的部分电势ΔEQ表示为： The partial potential ΔE Q of the reactive power regulation is expressed as:
    ΔEQ＝kq(Qref-Q)  (5)；ΔE Q =k q (Q ref -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：Where k q is the reactive power adjustment coefficient, ΔE Q is the reactive power command of the AC interface, and Q is the instantaneous reactive power outputted by the AC interface machine end, and Q is expressed as:
    Figure PCTCN2014093002-appb-100003
    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；Where: u a , u b and u c are respectively the three camera terminal voltages of the virtual synchronous electrodes;
    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：The reactor voltage regulation potential ΔE U , ΔE 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 ΔE U is expressed as:
    ΔEU＝kv(Uref-U)  (7)；ΔE U =k v (U ref -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；Where U ref and U are respectively the command value and the true value of the rms value of the grid line inverter line voltage, and k v is the voltage adjustment coefficient;
    虚拟同步电机电势为：The virtual synchronous motor potential is:
    Ep＝E0+ΔEQ+ΔEU  (8)；E p =E 0 +ΔE Q +ΔE U (8);
    虚拟同步电机电势电压矢量为：The virtual synchronous motor potential voltage vector is:
    Figure PCTCN2014093002-appb-100004
    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。 The control method as claimed in claim 1, wherein the motor control strategy of the virtual synchronization ① is as follows: the active regulation, reactive power regulation as well as mechanical and electromagnetic equation Equation obtain a virtual synchronous motor transient potential E p and Virtual After the power angle δ of the synchronous motor, on the basis of the potential voltage e abc obtained by the equation (9), the command value of the three-phase output current of the power grid is obtained by the equation (2), and then the actual grid connection is ensured by the proportional resonance control strategy. The three-phase output current i abc tracks its command value i refabc .
PCT/CN2014/093002 2014-03-24 2014-12-04 Virtual synchronization motor control method for energy storage and charging and discharging of electric vehicle WO2015143891A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201410110951.4A CN104953686B (en) 2014-03-24 2014-03-24 Control method for charge-discharge virtual synchronization motor for electromobile energy storage
CN201410110951.4 2014-03-24

Publications (1)

Publication Number Publication Date
WO2015143891A1 true WO2015143891A1 (en) 2015-10-01

Family

ID=54168138

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2014/093002 WO2015143891A1 (en) 2014-03-24 2014-12-04 Virtual synchronization motor control method for energy storage and charging and discharging of electric vehicle

Country Status (2)

Country Link
CN (1) CN104953686B (en)
WO (1) WO2015143891A1 (en)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106253333A (en) * 2016-08-18 2016-12-21 株洲中车时代电气股份有限公司 Improve full-power wind power converter power device method of reliability under mild wind
CN111409482A (en) * 2020-03-30 2020-07-14 上海电气集团股份有限公司 Integrated circuit of vehicle-mounted charger and motor controller and electric vehicle
CN111987732A (en) * 2019-05-22 2020-11-24 中国电力科学研究院有限公司 Electric energy exchanger and method suitable for flexible interconnection of feeder lines of power distribution network
CN112217239A (en) * 2020-09-30 2021-01-12 郑州轻工业大学 Energy storage electromechanical transient modeling method based on virtual synchronous generator technology
CN112467786A (en) * 2020-11-18 2021-03-09 西安热工研究院有限公司 Small signal model analysis method for virtual synchronous machine of hybrid microgrid converter
CN116614019A (en) * 2023-06-07 2023-08-18 广东电网有限责任公司广州供电局 Bandwidth improving method under direct-current voltage stabilizing framework of bidirectional charging pile virtual synchronous machine
CN116760061A (en) * 2023-06-07 2023-09-15 广东电网有限责任公司广州供电局 Control method for cascade power conversion of inertia supporting type bidirectional charging pile

Families Citing this family (29)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105811455B (en) * 2016-03-15 2020-08-28 中国电力科学研究院 Light stores up integration control system based on virtual synchronous power generation characteristic
CN107565541A (en) * 2016-06-30 2018-01-09 中国电力科学研究院 A kind of distribution method of intelligent building direct-flow distribution system
CN106712101B (en) * 2017-03-06 2019-09-03 重庆大学 A kind of the virtual inertia control system and method for double-fed pump-storage generator
CN107221957B (en) * 2017-06-26 2021-02-19 国网青海省电力公司 Control method for optical storage grid-connected interface system
CN109217346B (en) * 2017-07-06 2021-04-20 许继电气股份有限公司 Back-to-back direct current power transmission system based on virtual synchronous machine and control method
CN107379995B (en) * 2017-08-01 2021-03-09 华北电力大学 Electric automobile quick charging system and method
CN107623458B (en) * 2017-08-21 2019-07-09 中国科学院电工研究所 A kind of virtual synchronous electric moter voltage source inverter minimum current stress control method
CN107592026A (en) * 2017-09-06 2018-01-16 西南交通大学 The control strategy of the two level traction rectifier devices based on VSM
CN107645178B (en) * 2017-09-08 2020-09-08 许继电气股份有限公司 Virtual synchronous machine control system and method based on power electronic transformer
CN108879893A (en) * 2017-09-29 2018-11-23 国网上海市电力公司 A kind of electric car virtual synchronous motor fast charge method based on quasi- PR control
CN107863786B (en) * 2017-11-22 2021-03-26 太原理工大学 Bidirectional power converter control method based on virtual synchronous motor
CN107887928B (en) * 2017-11-27 2021-03-26 广州智光电气股份有限公司 Control method and device of energy storage system
CN108599175A (en) * 2017-12-16 2018-09-28 西安翌飞核能装备股份有限公司 A kind of load virtual synchronous generator system and control method applied to electric automobile charging pile
CN108306337B (en) * 2018-01-11 2021-11-26 安徽工程大学 Virtual synchronous generator control method based on droop coefficient self-adaptive adjustment
JP7083891B2 (en) * 2018-03-28 2022-06-13 新電元工業株式会社 Drive device, electric vehicle and control method of drive device
CN108418214A (en) * 2018-03-28 2018-08-17 国网江苏省电力有限公司南京供电分公司 A kind of power grid adjusting method based on convertible frequency air-conditioner load
CN108832657B (en) * 2018-06-22 2021-03-02 太原理工大学 Control method for virtual synchronous motor of alternating current-direct current hybrid microgrid bidirectional power converter
CN109038691A (en) * 2018-07-10 2018-12-18 东南大学 Hybrid power electronic transformer frequency modulation and voltage modulation control strategy based on virtual inertia
CN111137163B (en) * 2018-11-02 2022-08-09 中国电力科学研究院有限公司 Electric vehicle quick charging control method and system based on virtual synchronous motor
CN109830988B (en) * 2019-02-22 2020-11-24 山东大学 Virtual synchronization control method and system for V2G system
CN110445440A (en) * 2019-08-15 2019-11-12 国网重庆市电力公司电力科学研究院 Virtual DC motor control method and storage medium based on extended state observer
CN112448405B (en) * 2019-09-03 2022-09-09 南京理工大学 VSG control method applied to self-adaptive inertia constant of electric vehicle charging pile
CN110690817A (en) * 2019-09-11 2020-01-14 海沃(绍兴)电源科技有限公司 High-voltage direct-current power supply control system and control method thereof
CN110962666A (en) * 2019-12-04 2020-04-07 中国电力科学研究院有限公司 Electric vehicle charging equipment based on load virtual synchronous machine technology and control method
CN111313401B (en) * 2019-12-06 2023-08-15 国网天津市电力公司电力科学研究院 Off-vehicle charge and discharge control system and method based on Hamiltonian control principle
CN110957741A (en) * 2019-12-30 2020-04-03 南京师范大学 Reactive response control system for demand side back-to-back converter
CN111404177B (en) * 2020-02-19 2021-08-17 重庆大学 Self-adaptive secondary frequency modulation method for micro-grid of multiple virtual synchronous machines
CN112046312B (en) * 2020-09-01 2021-09-24 南通大学 Six-phase electrically-driven reconfiguration type direct-current quick charger for automobile and control method thereof
CN114629127B (en) * 2022-04-08 2024-04-26 国家电网公司东北分部 Modeling and control method for participation of electric vehicle charging station in voltage regulation of power grid

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102222958A (en) * 2011-06-21 2011-10-19 清华大学深圳研究生院 Vehicle-mounted bidirectional charger for electric automobile
CN203466574U (en) * 2013-08-30 2014-03-05 肇庆全商联盟信息科技有限公司 Electric vehicle charging intelligent power grid regulating system

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4441691B2 (en) * 2007-02-06 2010-03-31 国立大学法人東京工業大学 AC / DC power converter
CN102185367A (en) * 2011-04-19 2011-09-14 成都秦川科技发展有限公司 Pulse width modulation (PWM) rectification, variable-voltage and variable-current pulse charging system of electric vehicle
CN103595246B (en) * 2013-11-07 2016-07-20 南京航空航天大学 A kind of bi-frequency control Combined three phase three-level DC converter and control method thereof

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102222958A (en) * 2011-06-21 2011-10-19 清华大学深圳研究生院 Vehicle-mounted bidirectional charger for electric automobile
CN203466574U (en) * 2013-08-30 2014-03-05 肇庆全商联盟信息科技有限公司 Electric vehicle charging intelligent power grid regulating system

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
PENG, CHENG ET AL.: "Microgrid Inverter Control Based on Virtual Synchronous Generator Principle and Its Simulation Analysis", JOURNAL OF ELECTRIC POWER SCIENCE AND TECHNOLOGY, vol. 26, no. 2, 30 June 2011 (2011-06-30), pages 85 - 87, ISSN: 1673-9140 *
ZHANG, HAO ET AL.: "Research on the DPC with Fixed Switching Frequency of Three-level PWM Rectifier Based on Virtual Flux", POWER ELECTRONICS, vol. 47, no. 2, 28 February 2013 (2013-02-28), pages 82 - 84, ISSN: 1000-100X *

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106253333A (en) * 2016-08-18 2016-12-21 株洲中车时代电气股份有限公司 Improve full-power wind power converter power device method of reliability under mild wind
CN111987732A (en) * 2019-05-22 2020-11-24 中国电力科学研究院有限公司 Electric energy exchanger and method suitable for flexible interconnection of feeder lines of power distribution network
CN111409482A (en) * 2020-03-30 2020-07-14 上海电气集团股份有限公司 Integrated circuit of vehicle-mounted charger and motor controller and electric vehicle
CN111409482B (en) * 2020-03-30 2023-01-31 上海电气集团股份有限公司 Integrated circuit of vehicle-mounted charger and motor controller and electric vehicle
CN112217239A (en) * 2020-09-30 2021-01-12 郑州轻工业大学 Energy storage electromechanical transient modeling method based on virtual synchronous generator technology
CN112217239B (en) * 2020-09-30 2022-07-26 郑州轻工业大学 Energy storage electromechanical transient modeling method based on virtual synchronous generator technology
CN112467786A (en) * 2020-11-18 2021-03-09 西安热工研究院有限公司 Small signal model analysis method for virtual synchronous machine of hybrid microgrid converter
CN112467786B (en) * 2020-11-18 2023-01-31 西安热工研究院有限公司 Small signal model analysis method for virtual synchronous machine of hybrid microgrid converter
CN116614019A (en) * 2023-06-07 2023-08-18 广东电网有限责任公司广州供电局 Bandwidth improving method under direct-current voltage stabilizing framework of bidirectional charging pile virtual synchronous machine
CN116760061A (en) * 2023-06-07 2023-09-15 广东电网有限责任公司广州供电局 Control method for cascade power conversion of inertia supporting type bidirectional charging pile
CN116760061B (en) * 2023-06-07 2023-12-05 广东电网有限责任公司广州供电局 Control method for cascade power conversion of inertia supporting type bidirectional charging pile
CN116614019B (en) * 2023-06-07 2024-01-23 广东电网有限责任公司广州供电局 Bandwidth improving method under direct-current voltage stabilizing framework of bidirectional charging pile virtual synchronous machine

Also Published As

Publication number Publication date
CN104953686A (en) 2015-09-30
CN104953686B (en) 2017-02-22

Similar Documents

Publication Publication Date Title
WO2015143891A1 (en) Virtual synchronization motor control method for energy storage and charging and discharging of electric vehicle
Kisacikoglu et al. EV/PHEV bidirectional charger assessment for V2G reactive power operation
She et al. On integration of solid-state transformer with zonal DC microgrid
Kim et al. Idling port isolation control of three-port bidirectional converter for EVs
CN102570560B (en) Charging-discharging system for V2G bilateral power conversion electric automobile and control method thereof
Liu et al. Cascade dual-boost/buck active-front-end converter for intelligent universal transformer
She et al. DC zonal micro-grid architecture and control
CN102437628A (en) Storage battery reduction charge-discharge converter circuit
CN104319823A (en) Alternating current and direct current mixed micro power grid comprising Z source converter and coordination control strategy
CN104158211A (en) Multi-power-supply gridconnected system control method based on modularized multilevel convertor
Sahinler et al. V2G applicable electric vehicle chargers, power converters & their controllers: A review
Dharmasena et al. Bidirectional ac/dc converter topologies: A review
CN105391079A (en) Power transfer type balanced power supply system and method based on new energy interconnection
Song et al. Power model free voltage ripple suppression method of three-phase PWM rectifier under unbalanced grid
CN112290574B (en) Current collector suitable for direct current collection and control method thereof
Chen et al. Study on bi-directional energy transfer of EV charging station on micro-grid operation
CN203574386U (en) Multilevel multiport power generation and energy storage hybrid apparatus
Liu et al. A bidirectional dual buck-boost voltage balancer with direct coupling based on a burst-mode control scheme for low-voltage bipolar-type DC microgrids
Tong et al. Flexible substation and its control for AC and DC hybrid power distribution
Zharkin et al. Development of Powerful Unified Inverter Modules for Energy Storage Systems
Madichetty et al. Modeling and design of solid state smart transformer for microgrid
Gu et al. Research on the influence of electric vehicle charging station on power quality of distribution network
Tidjani et al. Control strategy for improving the power flow between home integrated photovoltaic system, plug-in hybrid electric vehicle and distribution network
Laturkar et al. Dual Active Half Bridge Converter with Integrated Active Power Decoupling for On-Board EV Charger
Ding et al. Modelling and control strategies of DC offshore wind farm

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 14886754

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 14886754

Country of ref document: EP

Kind code of ref document: A1