CN105095982A

CN105095982A - Electric automobile participation power grid frequency modulation scheduling method based on driving model

Info

Publication number: CN105095982A
Application number: CN201510136296.4A
Authority: CN
Inventors: 邹见效; 连莲; 彭超; 徐红兵; 李立英
Original assignee: University of Electronic Science and Technology of China
Current assignee: University of Electronic Science and Technology of China
Priority date: 2015-03-26
Filing date: 2015-03-26
Publication date: 2015-11-25
Anticipated expiration: 2035-03-26
Also published as: CN105095982B

Abstract

The invention discloses an electric automobile participation power grid frequency modulation scheduling method based on a driving model. The electric automobile participation frequency modulation total capacity is calculated by coordinating the tracking frequency modulation signal precision and the total revenue of electric automobiles, so that the total revenue of electric automobiles is maximum while the power grid frequency is stabilized. And then, based on the available capacity range of the electric automobiles, the total capacity obtained through calculation is fairly distributed to the electric automobiles participated the frequency modulation, so that the electric power demand of the electric automobiles can be met, the electric automobile users' travelling demands at any time are met, and more users are stimulated to participate into the frequency modulation service.

Description

A driving model-based method for electric vehicles to participate in power grid frequency regulation dispatching

技术领域technical field

本发明属于电网调度技术领域，更为具体地讲，涉及一种基于行驶模型的电动汽车参与电网调频调度方法。The invention belongs to the technical field of power grid dispatching, and more specifically relates to a method for electric vehicles to participate in power grid frequency regulation dispatching based on driving models.

背景技术Background technique

电动汽车在环保方面的优势，是传统汽车无法比拟的，受到了全世界范围的广泛关注。随着电池设备、驱动技术的不断发展，促使电动汽车飞速发展。大量电动汽车接入电网，对电网的负荷承受能力带来了巨大的挑战，影响了电网的安全运行。随着电动汽车充放电设备技术发展逐渐成熟，将电动汽车纳入电网调度成为了新的研究趋势。The advantages of electric vehicles in terms of environmental protection are unmatched by traditional vehicles, and have received widespread attention from all over the world. With the continuous development of battery equipment and drive technology, the rapid development of electric vehicles has been promoted. A large number of electric vehicles are connected to the power grid, which poses a huge challenge to the load bearing capacity of the power grid and affects the safe operation of the power grid. With the gradual maturity of electric vehicle charging and discharging equipment technology, it has become a new research trend to incorporate electric vehicles into grid dispatching.

电动汽车电池能够在短时间内快速响应电网频率需求，通过对大量电动汽车的调度，可以帮助电网改善其运行特性。国内外对于电动汽车参与调频服务的调度方法研究较多，但是考虑汽车用户行驶模型的调度方法即电动汽车参与电网调频调度过程中优先考虑电动汽车用户的行驶需求的优化解决方法研究较少。在电网对参与调频服务的电动汽车调度过程中，大多忽略电动汽车流动性的特点，而只是在电动汽车长时间接入电网的整个调度循环周期结束时保证电动汽车的电量需求。这样将导致电动汽车在调度周期结束之前离开时，电池电量不能保证电动汽车下一段旅程的需求，这将影响电动汽车用户的日常生活。Electric vehicle batteries can quickly respond to grid frequency requirements in a short period of time, and can help the grid improve its operating characteristics by dispatching a large number of electric vehicles. At home and abroad, there are many researches on the scheduling methods of electric vehicles participating in frequency regulation services, but there are few studies on the scheduling methods that consider the vehicle user's driving model, that is, the optimal solution method that gives priority to the driving needs of electric vehicle users in the process of electric vehicles participating in the grid frequency regulation dispatching process. In the dispatching process of electric vehicles participating in the frequency regulation service by the power grid, the characteristics of the mobility of electric vehicles are mostly ignored, and the power demand of electric vehicles is only guaranteed at the end of the entire dispatching cycle when electric vehicles are connected to the grid for a long time. This will result in that when the electric vehicle leaves before the end of the dispatch cycle, the battery power cannot guarantee the demand for the next stage of the electric vehicle journey, which will affect the daily life of electric vehicle users.

发明内容Contents of the invention

本发明的目的在于克服现有技术的不足，提供一种基于行驶模型的电动汽车参与电网调频调度方法，在满足电动汽车出行需求电量的基础上，尽可能地增加电动汽车集群收益，减小对某辆电动汽车电池大幅度的使用。The purpose of the present invention is to overcome the deficiencies of the prior art, and provide a method for electric vehicles to participate in power grid frequency regulation and dispatching based on driving models. On the basis of meeting the electric vehicle travel demand, the income of electric vehicle clusters can be increased as much as possible, and the impact on electric vehicles can be reduced. An electric car battery is heavily used.

为实现上述发明目的，本发明一种基于行驶模型的电动汽车参与电网调频调度方法，其特征在于，包括以下步骤：In order to achieve the above-mentioned purpose of the invention, the present invention provides a method for electric vehicles to participate in power grid frequency regulation scheduling based on driving models, which is characterized in that it includes the following steps:

(1)、计算各电动汽车的期望SOC_exp (1), calculate the expected SOC _exp of each electric vehicle

(1.1)、将控制中心监测管辖内的电动汽车接入充电桩；(1.1), connect the electric vehicles within the monitoring jurisdiction of the control center to the charging pile;

(1.2)、控制中心根据各电动汽车的行驶数据，分别计算出每台电动汽车的期望SOC_exp；(1.2), the control center calculates the expected SOC _exp of each electric vehicle respectively according to the driving data of each electric vehicle;

(2)、控制中心确定出每台电动汽车的当前状态(2) The control center determines the current state of each electric vehicle

调度开始时，控制中心将每台电动汽车的当前SOC与该台电动汽车的期望SOC_exp进行比较，如果SOC≤SOC_exp，该电动汽车处于充电状态，则在电池有效容量范围内对电动汽车进行快速率充电，并进入下一轮的调度；如果SOC＞SOC_exp，该电动汽车处于参与调频状态，并进入步骤(3)；At the beginning of dispatching, the control center compares the current SOC of each electric vehicle with the expected SOC _exp of the electric vehicle. If the SOC≤SOC _exp , the electric vehicle is in a charging state, then the electric vehicle is charged within the range of the effective capacity of the battery. Charge at a fast rate, and enter the next round of scheduling; if SOC>SOC _exp , the electric vehicle is in a state of participating in frequency regulation, and enter step (3);

(3)、控制中心对处于参与调频状态的电动汽车进行调度(3) The control center dispatches the electric vehicles in the state of participating in frequency regulation

(3.1)、电网每隔时间T向控制中心发送调频信号，控制中心根据调频信号和电动汽车的当前SOC，组织电动汽车电池容量跟踪调频信号；(3.1), the power grid sends a frequency modulation signal to the control center every time T, and the control center organizes the battery capacity of the electric vehicle to track the frequency modulation signal according to the frequency modulation signal and the current SOC of the electric vehicle;

控制中心再通过协调电动汽车总收益和跟踪调频信号的精度，由式(1)～(6)计算出参与调频的电动汽车的总容量R_opt(t)；The control center then calculates the total capacity R _opt (t) of the electric vehicles involved in frequency modulation by coordinating the total revenue of electric vehicles and tracking the accuracy of frequency modulation signals from equations (1) to (6);

$\underset{{R R}_{opt opt} ((t t))}{max max} U u ((t t)) = = \{\begin{matrix} α α {P P}_{reg reg} ((t t)) {R R}_{opt opt} ((t t)) + + β β {P P}_{cha cha} ((t t)) {R R}_{opt opt} ((t t)) - - γ γ {(({R R}_{opt opt} ((t t)) - - | | XS XS ((t t)) | |))}^{22},, X x = = - - 11 \\ α α {P P}_{reg reg} ((t t)) {R R}_{opt opt} ((t t)) - - β β {P P}_{cha cha} ((t t)) {R R}_{opt opt} ((t t)) - - γ γ {(({R R}_{opt opt} ((t t)) - - | | XS XS ((t t)) | |))}^{22},, X x = = 11 \end{matrix} - - - - - - ((11))$

${Σ Σ}_{n no = = 11}^{N N} {R R}_{opt opt}^{n no} ((t t)) = = {R R}_{opt opt} ((t t)) - - - - - - ((22))$

|R_opt(t)-XS(t)|≤0.03*|XS(t)|(3)|R _opt (t)-XS(t)|≤0.03*|XS(t)|(3)

${SOC SOC}^{n no} ((t t)) - - {R R}_{opt opt}^{n no} ((t t)) &GreaterEqual; &Greater Equal; {SOC SOC}_{exp exp}^{n no} - - - - - - ((44))$

${SOC SOC}^{n no} ((t t)) + + {R R}_{opt opt}^{n no} ((t t)) \leq \leq {SOC SOC}_{max max}^{n no} - - - - - - ((55))$

${PR PR}_{min min}^{n no} \leq \leq {PR PR}_{opt opt}^{n no} ((t t)) \leq \leq {PR PR}_{max max}^{n no} - - - - - - ((66))$

其中U(t)是参与调频的电动汽车总收益；R_opt(t)是t时刻参与调频的电动汽车总容量；是t时刻第n辆电动汽车参与调频的容量；N表示控制中心调度参与调频的电动汽车数量；P_reg(t)和P_cha(t)是调频容量价格和节点电价；α、β、γ为权重系数；XS(t)表示调频信号，X表示调频信号的正负取值，当X＝1时，电动汽车参与下调服务，当X＝-1时，电动汽车参与上调服务；SOCⁿ(t)表示第n辆电动汽车t时刻的电池SOC状态；表示第n辆电动汽车期望的电池SOC状态；表示第n辆电动汽车电池有效范围的最大值；表示第n辆电动汽车t时刻可参与调频服务充放电的功率值；和分别表示第n辆电动汽车充放电功率的最小值和最大值；Where U(t) is the total revenue of electric vehicles participating in frequency regulation; R _opt (t) is the total capacity of electric vehicles participating in frequency regulation at time t; is the capacity of the nth electric vehicle participating in frequency regulation at time t; N represents the number of electric vehicles dispatched by the control center to participate in frequency regulation; P _reg (t) and P _cha (t) are the frequency regulation capacity price and node electricity price; α, β, γ are Weight coefficient; XS(t) represents the frequency modulation signal, and X represents the positive and negative values of the frequency modulation signal. When X=1, the electric vehicle participates in the down-regulation service, and when X=-1, the electric vehicle participates in the up-regulation service; SOC ⁿ (t ) represents the battery SOC state of the nth electric vehicle at time t; Indicates the expected battery SOC state of the nth electric vehicle; Indicates the maximum value of the effective range of the battery of the nth electric vehicle; Indicates the power value of the nth electric vehicle that can participate in the charging and discharging of the frequency modulation service at time t; and Respectively represent the minimum value and maximum value of the charging and discharging power of the nth electric vehicle;

(3.2)、控制中心将步骤(3.1)计算得到的总容量按照电动汽车电池可用容量的范围，通过式(7)～(12)计算分配给每台电动汽车，分配完成后，每台电动汽车中参与调频的容量占可用容量的百分比最小；(3.2), the control center assigns the total capacity calculated in step (3.1) to each electric vehicle according to the range of available battery capacity of the electric vehicle through formulas (7) to (12). After the distribution is completed, each electric vehicle The capacity participating in frequency regulation accounts for the smallest percentage of the available capacity;

$\underset{{R R}^{n no} ((t t))}{min min} J J ((t t)) = = {Σ Σ}_{n no = = 11}^{N N} | | \frac{{SOC SOC}^{n no} ((t t)) - - {SOC SOC}^{n no} ((t t - - 11))}{{SOC SOC}_{max max}^{n no} - - {SOC SOC}_{exp exp}^{n no}} | | - - - - - - ((77))$

${Σ Σ}_{n no = = 11}^{N N} | | {SOC SOC}^{n no} ((t t)) - - {SOC SOC}^{n no} ((t t - - 11)) | | = = {Σ Σ}_{n no = = 11}^{N N} {R R}^{n no} ((t t)) - - - - - - ((88))$

${Σ Σ}_{n no = = 11}^{N N} {R R}^{n no} ((t t)) = = {R R}_{opt opt} ((t t)) - - - - - - ((99))$

${SOC SOC}_{exp exp}^{n no} \leq \leq {SOC SOC}^{n no} ((t t)) - - {R R}^{n no} ((t t)) - - - - - - ((1010))$

${SOC SOC}^{n no} ((t t)) + + {R R}^{n no} ((t t)) \leq \leq {SOC SOC}_{max max}^{n no} - - - - - - ((1111))$

${PR PR}_{min min}^{n no} \leq \leq {PR PR}^{n no} ((t t)) \leq \leq {PR PR}_{max max}^{n no} - - - - - - ((1212))$

其中，J(t)表示电动汽车参与调频容量占可用容量百分比之和；Rⁿ(t)表示t时刻控制中心分配给第n辆电动汽车参与调频的容量；SOCⁿ(t)和SOCⁿ(t-1)表示第n辆电动汽车t时刻和t-1时刻的电池SOC状态；表示第n辆电动汽车电池有效范围的最大值；PRⁿ(t)表示第n辆电动汽车t时刻参与调频服务充放电的功率值；Among them, J(t) represents the sum of the electric vehicle frequency regulation capacity and the percentage of available capacity; R ⁿ (t) represents the capacity allocated by the control center to the nth electric vehicle frequency regulation at time t; SOC ⁿ (t) and SOC ⁿ ( t-1) represents the battery SOC state of the nth electric vehicle at time t and time t-1; Indicates the maximum value of the effective battery range of the nth electric vehicle; PR ⁿ (t) indicates the power value of the nth electric vehicle participating in the charging and discharging of the frequency modulation service at time t;

(3.3)、控制中心将总容量R_opt(t)分配完成后，结束本次调度，并返回步骤(2)，待接收到T+1时刻的调频信号后，进行下一轮调度。(3.3) After the control center has finished allocating the total capacity R _opt (t), it ends the scheduling and returns to step (2). After receiving the frequency modulation signal at time T+1, the next round of scheduling is performed.

本发明的发明目的是这样实现的：The purpose of the invention of the present invention is achieved like this:

本发明基于行驶模型的电动汽车参与电网调频调度方法，通过协调跟踪调频信号精度和电动汽车的总收益计算电动汽车参与调频总容量，在稳定电网频率的同时使得电动汽车总收益最大。然后，根据电动汽车可用容量范围，将计算得到的总容量公平分配给参与调频的电动汽车，这样非常好的满足了电动汽车的需求电量，方便了电动汽车用户的随时出行需求，可以激励更多的用户参与到调频服务中。The driving model-based dispatching method for electric vehicles participating in power grid frequency modulation in the present invention calculates the total capacity of electric vehicles participating in frequency modulation by coordinating and tracking the accuracy of frequency modulation signals and the total revenue of electric vehicles, and maximizes the total revenue of electric vehicles while stabilizing the frequency of the power grid. Then, according to the available capacity range of electric vehicles, the calculated total capacity is fairly allocated to electric vehicles participating in frequency regulation, which satisfies the demand for electric vehicles very well, facilitates the travel needs of electric vehicle users at any time, and can motivate more of users participate in FM services.

同时，本发明基于行驶模型的电动汽车参与电网调频调度方法还具有以下有益效果：At the same time, the driving model-based electric vehicle participating in the power grid frequency regulation dispatching method of the present invention also has the following beneficial effects:

(1)、本发明通过协调电动汽车总收益和调频信号跟踪精度，在稳定电网频率的基础上，实现了电动汽车总收益的最大化；(1), the present invention realizes the maximization of the total revenue of electric vehicles on the basis of stabilizing the grid frequency by coordinating the total revenue of electric vehicles and the tracking accuracy of frequency modulation signals;

(2)、根据电动汽车可用容量的不同给电动汽车分配调频容量，不仅满足了电动汽车用户行驶需求，还减少了对某一辆电动汽车电池的大幅度使用，同时保护了电池。(2) According to the different available capacities of electric vehicles, the frequency modulation capacity is allocated to electric vehicles, which not only meets the driving needs of electric vehicle users, but also reduces the large use of a certain electric vehicle battery, and protects the battery at the same time.

附图说明Description of drawings

图1是本发明基于行驶模型的电动汽车参与电网调频调度方法的流程图；Fig. 1 is the flow chart of the present invention based on driving model electric vehicle participates in the frequency modulation dispatching method of power grid;

图2是本发明中，电动汽车集群跟踪调频信号图；Fig. 2 is in the present invention, electric vehicle cluster tracking frequency modulation signal diagram;

图3是对比案例中，电动汽车集群跟踪调频信号图；Figure 3 is a diagram of the frequency modulation signal tracked by the electric vehicle cluster in the comparison case;

图4是本发明中，电动汽车电量随时间变化图；Fig. 4 is in the present invention, electric vehicle electric quantity changes graph with time;

图5是对比案例中，电动汽车电量随时间变化图。Figure 5 is a diagram of the change of electric vehicle power over time in the comparative case.

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进行描述，以便本领域的技术人员更好地理解本发明。需要特别提醒注意的是，在以下的描述中，当已知功能和设计的详细描述也许会淡化本发明的主要内容时，这些描述在这里将被忽略。Specific embodiments of the present invention will be described below in conjunction with the accompanying drawings, so that those skilled in the art can better understand the present invention. It should be noted that in the following description, when detailed descriptions of known functions and designs may dilute the main content of the present invention, these descriptions will be omitted here.

实施例Example

图1是本发明基于行驶模型的电动汽车参与电网调频调度方法的流程图。Fig. 1 is a flow chart of the method for electric vehicles participating in power grid frequency regulation dispatching based on driving models in the present invention.

在本实施例中，如图1所示，本发明基于行驶模型的电动汽车参与电网调频调度方法，包括以下步骤：In this embodiment, as shown in FIG. 1 , the method for electric vehicles to participate in power grid frequency regulation scheduling based on the driving model of the present invention includes the following steps:

S1、读取电动汽车的行驶数据S1. Read the driving data of the electric vehicle

在本发明中，控制中心监测管辖内的电动汽车均采用通勤电动汽车，当电动汽车停入充电站接入到充电桩时，控制中心可读取到电动汽车的行驶数据和当前的SOC；In the present invention, the electric vehicles within the monitoring jurisdiction of the control center are commuter electric vehicles. When the electric vehicles are parked in the charging station and connected to the charging pile, the control center can read the driving data and current SOC of the electric vehicles;

S2、计算电动汽车行驶时每公里的能耗量E_m S2. Calculate the energy consumption E _m per kilometer when the electric vehicle is running

E_m＝E·ηE _m = E · η

其中，E表示电动汽车标准能耗值，η表示电动汽车电池放电效率；Among them, E represents the standard energy consumption value of electric vehicles, and η represents the discharge efficiency of electric vehicle batteries;

S3、计算电动汽车行驶时的日需求电量D_E S3. Calculating the daily power demand D _E when the electric vehicle is running

D_E＝M_d*E_m D _E =M _d *E _m

其中，M_d为电动汽车的日行驶距离，可以通过对电动汽车在一个月内的行驶数据求均值得到；Among them, M _d is the daily driving distance of the electric vehicle, which can be obtained by averaging the driving data of the electric vehicle within one month;

S4、计算电动汽车的期望SOC_exp S4. Calculate the expected SOC _exp of the electric vehicle

SOC_exp＝SOC_η*20％+D_E/C+E_m*1/CSOC _exp ＝SOC _η *20%+D _E /C+E _m *1/C

其中，SOC_η为电动汽车电池的有效容量，C表示电池总容量，可以在电池的产品说明书中读取；在本实施例中，通勤电动汽车电池的有效容量范围为20％～95％；Wherein, SOC _η is the effective capacity of the electric vehicle battery, and C represents the total capacity of the battery, which can be read in the product manual of the battery; in this embodiment, the effective capacity range of the electric vehicle battery for commuting is 20% to 95%;

S5、控制中心确定出每台电动汽车的当前状态S5. The control center determines the current state of each electric vehicle

调度开始时，控制中心将每台电动汽车的当前SOC与该台电动汽车的期望SOC_exp进行比较，如果SOC≤SOC_exp，该电动汽车处于充电状态，则在电池有效容量范围内对电动汽车进行快速率充电，并进入下一轮的调度；如果SOC＞SOC_exp，该电动汽车处于参与调频状态，并进入步骤S6；以此确定出所有电动汽车的当前状态；At the beginning of dispatching, the control center compares the current SOC of each electric vehicle with the expected SOC _exp of the electric vehicle. If the SOC≤SOC _exp , the electric vehicle is in a charging state, then the electric vehicle is charged within the range of the effective capacity of the battery. Charge at a fast rate, and enter the next round of scheduling; if SOC>SOC _exp , the electric vehicle is in a state of participating in frequency regulation, and enter step S6; thus determine the current state of all electric vehicles;

S6、控制中心对处于参与调频状态的电动汽车进行调度S6. The control center dispatches the electric vehicles in the state of participating in frequency regulation

S6.1)、电网每隔时间T向控制中心发送调频信号，控制中心再根据调频信号和电动汽车的当前SOC，组织电动汽车电池容量跟踪调频信号；S6.1), the power grid sends a frequency modulation signal to the control center every time T, and the control center then organizes the battery capacity of the electric vehicle to track the frequency modulation signal according to the frequency modulation signal and the current SOC of the electric vehicle;

|R_opt(t)-XS(t)|≤0.03*|XS(t)|(3)|R _opt (t)-XS(t)|≤0.03*|XS(t)|(3)

S6.2)、控制中心将步骤S6.3)计算得到的总容量按照电动汽车电池可用容量的范围，通过式(7)～(12)计算分配给每台电动汽车，分配完成后，每台电动汽车中参与调频的容量占可用容量的百分比最小；S6.2), the control center assigns the total capacity calculated in step S6.3) to each electric vehicle according to the range of available battery capacity of the electric vehicle through formulas (7) to (12). After the distribution is completed, each The capacity participating in frequency regulation in electric vehicles accounts for the smallest percentage of available capacity;

在本实施例中，设调频总容量为R，控制中心调度3辆电动汽车参与调频，3辆电动汽车的可用容量之比为3:2:1，那么控制中心会将较多的调频容量分配给可用容量较大的电动汽车。如果第一辆电动汽车在电量变化率最小的状态下，吸收了全部的调频容量，那么就将这部分容量全部分配给这辆车；如果这辆车在电量变化率最小的状态下，不能吸收全部的调频容量，那么将剩余容量分配给第二辆车，容量分配过程同第一辆车，整个分配过程以此类推。In this embodiment, assume that the total capacity of frequency modulation is R, and the control center dispatches 3 electric vehicles to participate in frequency modulation, and the ratio of the available capacity of the 3 electric vehicles is 3:2:1, then the control center will allocate more frequency modulation capacity For electric vehicles with larger available capacity. If the first electric vehicle absorbs all the frequency regulation capacity in the state with the smallest rate of change of power, then all the capacity is allocated to this car; if the car cannot absorb it in the state with the smallest rate of change If there is all the FM capacity, then the remaining capacity will be allocated to the second vehicle, the capacity allocation process is the same as that of the first vehicle, and the whole allocation process can be deduced by analogy.

S6.3)、控制中心将总容量R_opt(t)分配完成后，结束本次调度，并返回步骤S5，待接收到T+1时刻的调频信号后，进行下一轮调度。S6.3). After the control center has finished allocating the total capacity R _opt (t), it ends the scheduling and returns to step S5. After receiving the frequency modulation signal at time T+1, the next round of scheduling is performed.

实例example

选取10台通勤电动汽车即EV1～EV10，其电池容量、初始SOC、期望SOC以及充电、参与调频速率变化范围如表1所示。Select 10 commuter electric vehicles, namely EV1~EV10, and their battery capacity, initial SOC, expected SOC, charging, and frequency modulation rate change ranges are shown in Table 1.

表1Table 1

图2是本发明中，电动汽车集群跟踪调频信号图。Fig. 2 is a diagram of the electric vehicle cluster tracking frequency modulation signal in the present invention.

图3是对比案例中，电动汽车集群跟踪调频信号图。Figure 3 is a diagram of the frequency modulation signal tracked by the electric vehicle cluster in the comparison case.

在本实施例中，通过计算电动汽车集群收益，来体现本发明的优劣性，具体如下：In this embodiment, the advantages and disadvantages of the present invention are reflected by calculating the electric vehicle cluster revenue, specifically as follows:

电动汽车集群收益In为：The income In of the electric vehicle cluster is:

$\begin{matrix} In In = = α α {Σ Σ}_{t t = = 11}^{H h} {P P}_{reg reg} ((t t)) {Σ Σ}_{n no = = 11}^{N N} {R R}^{n no} ((t t)) - - β β {Σ Σ}_{t t = = 11}^{H h} {P P}_{cha cha} ((t t)) {Σ Σ}_{n no = = 11}^{N N} X x ((t t)) \cdot \cdot {R R}^{n no} ((t t)) \\ - - {Σ Σ}_{t t = = 11}^{H h} {P P}_{cha cha} ((t t)) {Σ Σ}_{n no = = 11}^{N N} {C C}^{n no} ((t t)) - - γ γ {(({Σ Σ}_{n no = = 11}^{N N} {R R}^{n no} ((t t)) - - XS XS ((t t))))}^{22} \end{matrix} - - - - - - ((1313))$

其中，Rⁿ(t)和Cⁿ(t)分别表示t时刻第n辆电动汽车参与电网调频容量和充电电量；N表示控制中心调度参与调频的电动汽车数量；H表示控制中心调度电动汽车的全部时间范围；P_reg(t)和P_cha(t)是调频容量价格和节点电价；α、β、γ为权重系数；XS(t)表示调频信号；X表示调频信号的正负取值，当X＝1时，电动汽车参与下调服务，当X＝-1时，电动汽车参与上调服务。公式中最后一项即为电网对控制中心未能稳定跟踪调频信号的收益惩罚，利用电动汽车参与调频负荷容量不能完全跟踪调频信号的容量的差值进行惩罚计算。Among them, R ⁿ (t) and C ⁿ (t) respectively represent the frequency regulation capacity and charging power of the nth electric vehicle at time t; N represents the number of electric vehicles dispatched by the control center to participate in frequency regulation; H represents the number of electric vehicles dispatched by the control center The entire time range; P _reg (t) and P _cha (t) are frequency modulation capacity prices and node electricity prices; α, β, γ are weight coefficients; XS(t) represents frequency modulation signals; X represents the positive and negative values of frequency modulation signals, When X=1, the electric vehicle participates in the down-regulation service, and when X=-1, the electric vehicle participates in the up-regulation service. The last item in the formula is the power grid’s revenue penalty for the control center’s failure to stably track the frequency modulation signal. The penalty is calculated by using the difference in the capacity of the electric vehicle’s frequency modulation load capacity that cannot fully track the frequency modulation signal.

在本发明中，如图2所示，电动汽车参与调频负荷量曲线和调频信号曲线几乎重合，则电动汽车参与调频负荷容量值和调频信号值之差很小，对电动汽车总收益影响较小。本实施例中，选取H＝12个小时的调度周期之内，每隔5分钟进行一个调度循环，按照式(13)计算得到电动汽车总收益为$2.2491。In the present invention, as shown in Figure 2, the curve of the electric vehicle participating in the frequency modulation load and the frequency modulation signal curve almost coincide, then the difference between the electric vehicle participating in the frequency modulation load capacity value and the value of the frequency modulation signal is very small, and the impact on the total revenue of the electric vehicle is small . In this embodiment, within the scheduling cycle of H=12 hours, a scheduling cycle is performed every 5 minutes, and the total revenue of the electric vehicle is calculated according to formula (13) to be $2.2491.

在对比案例中，如图3所示，电动汽车参与调频符合容量曲线和调频信号曲线之间偏差较大，每次调度时调频信号值和电动汽车参与调频容量值之间的差值很大，将导致收益计算过程中惩罚项值较大，电动汽车总收益较低，总收益为$2.107。In the comparison case, as shown in Figure 3, the deviation between the frequency modulation capacity curve and the frequency modulation signal curve of electric vehicles is relatively large, and the difference between the frequency modulation signal value and the frequency modulation capacity value of electric vehicles during each dispatch is very large. It will lead to a larger value of the penalty item in the calculation of benefits, and a lower total benefit of electric vehicles, which is $2.107.

图4是本发明中，电动汽车电量随时间变化图。Fig. 4 is a diagram showing the change of electricity quantity of an electric vehicle with time in the present invention.

在对比案例中，如图5所示，在第4-5小时之间以及第10.5小时左右，三辆电动汽车的SOC都下降到了期望SOC以下，如果这时用户突然有出行的需求，就会出现电池电量不能保证用户基本的行程要求。In the comparison case, as shown in Figure 5, the SOC of the three electric vehicles all dropped below the expected SOC between the 4th and 5th hours and around the 10.5th hour. The battery power cannot guarantee the user's basic itinerary requirements.

在本发明案例中，如图4所示，由于电动汽车初始电量水平的不同，前一两个小时可能处于充电状态，电量未达到期望SOC。当电量超过期望SOC之后，电动汽车的电量状态就始终保持在期望SOC以上，这种情况下，不管用户何时离开，电动汽车电量始终能保证用户的基本出行需求。In the case of the present invention, as shown in Figure 4, due to the difference in the initial power level of the electric vehicle, it may be in the charging state for the first one or two hours, and the power does not reach the expected SOC. When the power exceeds the expected SOC, the power state of the electric vehicle will always remain above the expected SOC. In this case, no matter when the user leaves, the electric vehicle power can always guarantee the basic travel needs of the user.

其次，如图5所示，电动汽车会出现从90％上下的电量，放至30％以下的电量，使得电动汽车SOC的峰谷差达到了50％以上。而本发明中，如图4所示，虽然在有些时段内，电动汽车电量变化较大，但是其SOC始终维持在期望SOC以上，从而电动汽车SOC的峰谷差还是保持在50％以下。Secondly, as shown in Figure 5, the electric vehicle will have a power consumption from about 90% to less than 30%, making the peak-to-valley difference of the SOC of the electric vehicle reach more than 50%. In the present invention, as shown in FIG. 4 , although the power of the electric vehicle varies greatly in some periods of time, its SOC is always maintained above the expected SOC, so that the peak-to-valley difference of the SOC of the electric vehicle remains below 50%.

通过对比两个实施案例可知，当考虑了电动汽车用户的行驶模型时，控制中心对电动汽车容量的调度维持在期望电量以上，这样保证了电动汽车用户的需求，用户不管何时离开都能保证其基本的行驶需求，并且从中获得较多的收益。本发明案例还使电动汽车电池在使用过程中，电池SOC的峰谷差降低，减少了电池的深充深放，保护电池寿命。By comparing the two implementation cases, it can be seen that when the driving model of the electric vehicle user is considered, the control center maintains the scheduling of the electric vehicle capacity above the expected power, which guarantees the needs of the electric vehicle user, and the user can ensure that no matter when the user leaves Its basic driving needs, and get more benefits from it. The case of the present invention also reduces the peak-to-valley difference of the battery SOC during the use of the electric vehicle battery, reduces the deep charge and deep discharge of the battery, and protects the battery life.

尽管上面对本发明说明性的具体实施方式进行了描述，以便于本技术领域的技术人员理解本发明，但应该清楚，本发明不限于具体实施方式的范围，对本技术领域的普通技术人员来讲，只要各种变化在所附的权利要求限定和确定的本发明的精神和范围内，这些变化是显而易见的，一切利用本发明构思的发明创造均在保护之列。Although the illustrative specific embodiments of the present invention have been described above, so that those skilled in the art can understand the present invention, it should be clear that the present invention is not limited to the scope of the specific embodiments. For those of ordinary skill in the art, As long as various changes are within the spirit and scope of the present invention defined and determined by the appended claims, these changes are obvious, and all inventions and creations using the concept of the present invention are included in the protection list.

Claims

1. An electric vehicle based on driving model participates in the power grid frequency regulation dispatching method, it is characterized in that, comprises the following steps:

(1), calculate the expected SOC _exp of each electric vehicle

(1.1), connect the electric vehicles within the monitoring jurisdiction of the control center to the charging pile;

(1.2), the control center calculates the expected SOC _exp of each electric vehicle respectively according to the driving data of each electric vehicle;

(2) The control center determines the current state of each electric vehicle

At the beginning of dispatching, the control center compares the current SOC of each electric vehicle with the expected SOC _exp of the electric vehicle. If the SOC<SOC _exp , the electric vehicle is in a charging state, then the electric vehicle is charged within the effective capacity of the battery. Charge at a fast rate, and enter the next round of scheduling; if SOC>SOC _exp , the electric vehicle is in a state of participating in frequency regulation, and enter step (3);

(3) The control center dispatches the electric vehicles in the state of participating in frequency regulation

(3.1), the power grid sends a frequency modulation signal to the control center every time T, and the control center organizes the battery capacity of the electric vehicle to track the frequency modulation signal according to the frequency modulation signal and the current SOC of the electric vehicle;

The control center then calculates the total capacity R _opt (t) of the electric vehicles involved in frequency modulation by coordinating the total revenue of electric vehicles and tracking the accuracy of frequency modulation signals from equations (1) to (6);

\underset{{R R}_{opt opt} ((t t))}{max max} U u ((t t)) = = \{\begin{matrix} α α {P P}_{reg reg} ((t t)) {R R}_{opt opt} ((t t)) + + β β {P P}_{cha cha} ((t t)) {R R}_{opt opt} ((t t)) - - γ γ {(({R R}_{opt opt} ((t t)) - - | | XS XS ((t t)) | |))}^{22} . . X x = = - - 11 \\ α α {P P}_{reg reg} ((t t)) {R R}_{opt opt} ((t t)) - - β β {P P}_{cha cha} ((t t)) {R R}_{opt opt} ((t t)) - - γ γ {(({R R}_{opt opt} ((t t)) - - | | XS XS ((t t)) | |))}^{22},, X x = = 11 \end{matrix}- - - - - - - ((11))

{Σ Σ}_{n no = = 11}^{N N} {R R}_{opt opt}^{n no} ((t t)) = = {R R}_{opt opt} ((t t)) - - - - - - ((22))

|R _opt (t)-XS(t)|≤0.03*|XS(t)|(3)

{SOC SOC}^{n no} ((t t)) = = {R R}_{opt opt}^{n no} ((t t)) &GreaterEqual; &Greater Equal; {SOC SOC}_{exp exp}^{n no} - - - - - - ((44))

{SOC SOC}^{n no} ((t t)) = = {R R}_{opt opt}^{n no} ((t t)) \leq \leq {SOC SOC}_{max max}^{n no} - - - - - - ((55))

{PR PR}_{min min}^{n no} \leq \leq {PR PR}_{opt opt}^{n no} ((t t)) \leq \leq {PR PR}_{max max}^{n no} - - - - - - ((66))

Where U(t) is the total revenue of electric vehicles participating in frequency regulation; R _opt (t) is the total capacity of electric vehicles participating in frequency regulation at time t; is the capacity of the nth electric vehicle participating in frequency regulation at time t; N represents the number of electric vehicles dispatched by the control center to participate in frequency regulation; P _reg (t) and P _cha (t) are the frequency regulation capacity price and node electricity price; α, β, γ are Weight coefficient; XS(t) represents the frequency modulation signal, and X represents the positive and negative values of the frequency modulation signal. When X=1, the electric vehicle participates in the down-regulation service, and when X=-1, the electric vehicle participates in the up-regulation service; SOC ⁿ (t ) represents the battery SOC state of the nth electric vehicle at time t; Indicates the expected battery SOC state of the nth electric vehicle; Indicates the maximum value of the effective range of the battery of the nth electric vehicle; Indicates the power value of the nth electric vehicle that can participate in the charging and discharging of the frequency modulation service at time t; and Respectively represent the minimum value and maximum value of the charging and discharging power of the nth electric vehicle;

(3.2), the control center assigns the total capacity calculated in step (3.1) to each electric vehicle according to the range of available battery capacity of the electric vehicle through formulas (7) to (12). After the distribution is completed, each electric vehicle The capacity participating in frequency regulation accounts for the smallest percentage of the available capacity;

\underset{{R R}^{n no} ((t t))}{min min} J J ((t t)) = = {Σ Σ}_{n no = = 11}^{N N} | | \frac{{SOC SOC}^{n no} ((t t)) - - {SOC SOC}^{n no} ((t t - - 11))}{{SOC SOC}_{max max}^{n no} - - {SOC SOC}_{exp exp}^{n no}} | | - - - - - - ((77))

{Σ Σ}_{n no = = 11}^{N N} | | {SOC SOC}^{n no} ((t t)) - - {SOC SOC}^{n no} ((t t - - 11)) | | = = {Σ Σ}_{n no = = 11}^{N N} {R R}^{n no} ((t t)) - - - - - - ((88))

{Σ Σ}_{n no = = 11}^{N N} {R R}^{n no} ((t t)) = = {R R}_{opt opt} ((t t)) - - - - - - ((99))

{SOC SOC}_{exp exp}^{n no} \leq \leq {SOC SOC}^{n no} ((t t)) - - {R R}^{n no} ((t t)) - - - - - - ((1010))

{SOC SOC}^{n no} ((t t)) + + {R R}^{n no} ((t t)) \leq \leq {SOC SOC}_{max max}^{n no} - - - - - - ((1111))

{PR PR}_{min min}^{n no} \leq \leq {PR PR}^{n no} ((t t)) \leq \leq {PR PR}_{max max}^{n no} - - - - - - ((1212))

Among them, J(t) represents the sum of the electric vehicle frequency regulation capacity and the percentage of available capacity; R ⁿ (t) represents the capacity allocated by the control center to the nth electric vehicle frequency regulation at time t; SOC ⁿ (t) and SOC ⁿ ( t-1) represents the battery SOC state of the nth electric vehicle at time t and time t-1; Indicates the maximum value of the effective battery range of the nth electric vehicle; PR ⁿ (t) indicates the power value of the nth electric vehicle participating in the charging and discharging of the frequency modulation service at time t;

(3.3) After the control center has finished allocating the total capacity R _opt (t), it ends the scheduling and returns to step (2). After receiving the frequency modulation signal at time T, the next round of scheduling is performed.

2. the electric vehicle based on driving model according to claim 1 participates in the power grid frequency regulation dispatching method, it is characterized in that, in the described step (1.2), the method for calculating the expected SOC _exp of the electric vehicle is:

1) Calculate the energy consumption E _m per kilometer when the electric vehicle is running

E _m = E · η

Among them, E represents the standard energy consumption value of electric vehicles, and η represents the discharge efficiency of electric vehicle batteries;

2) Calculating the daily power demand D _E when the electric vehicle is running

D _E =M _d *E _m

Among them, M _d is the daily driving distance of electric vehicles;

3) Calculate the expected SOC _exp of electric vehicles

SOC _exp =SOC _η *20%+D _E /C+E _m *1/C

Among them, SOC _η is the effective capacity of the electric vehicle battery, and C represents the total capacity of the battery.

3. The driving model-based method for electric vehicles to participate in power grid frequency regulation dispatching according to claim 1, characterized in that the effective capacity of the electric vehicle battery ranges from 20% to 95%.