技术领域technical field
本发明涉及一种电动汽车短时备用能力的评估方法，属于电力辅助服务市场领域。The invention relates to an evaluation method for the short-term standby capacity of an electric vehicle, which belongs to the field of electric power auxiliary service market.
背景技术Background technique
现有电力系统主要利用发电侧的备用措施资源实现功率的实时平衡：在需要向上调节时，一般通过调度传统发电机组，如煤电、气电、水电等来实现；在需要向下调节时，可调资源可进一步扩大到风、光等新能源电源。尤以我国这样以煤电为主的电源结构，煤电机组启动慢、存在最小技术出力约束，依赖煤电调节风电、光伏等新能源发电波动存在较大的局限性：要么因煤电开机量过多产生弃风弃光问题，引起清洁能源资源的极大浪费；要么因煤电来不及开机或调节速率不足，导致调节跟不上可再生能源的快速波动，引起停电风险。因此，常规的备用措施资源及调度手段越来越不能适应新形势的发展，有必要充分发现、挖掘其它快速功率调节资源，例如发挥需求侧备用措施资源的作用，寻找技术上可靠、经济上可行的智能电网解决方案。The existing power system mainly uses the backup measures resources on the power generation side to achieve real-time power balance: when it is necessary to adjust upward, it is generally achieved by dispatching traditional generating units, such as coal power, gas power, hydropower, etc.; when it is necessary to adjust downward, Adjustable resources can be further expanded to new energy sources such as wind and light. Especially in my country's power structure dominated by coal power, coal power units start slowly, and there are minimum technical output constraints. Relying on coal power to regulate wind power, photovoltaics and other new energy generation fluctuations has great limitations: either due to the amount of coal power starting up Excessive abandonment of wind and light will lead to a great waste of clean energy resources; or because coal power is too late to start up or the adjustment rate is insufficient, the adjustment cannot keep up with the rapid fluctuations of renewable energy, causing the risk of power outages. Therefore, conventional backup measures resources and scheduling methods are increasingly unable to adapt to the development of the new situation. It is necessary to fully discover and tap other fast power adjustment resources, such as playing the role of demand-side backup measures resources, to find technically reliable and economically feasible resources. smart grid solutions.
从技术层面来看，电动汽车是潜在的、优质的需求侧备用措施资源，兼具可调控负荷和储能的特性，其在调峰、调频、备用方面的应用前景逐渐受到人们的重视。电动汽车集群一般位于负荷中心，可迅速切换充、放电状态提供瞬时响应。From a technical point of view, electric vehicles are potential and high-quality demand-side backup resources, with the characteristics of adjustable load and energy storage, and their application prospects in peak regulation, frequency regulation, and backup have gradually attracted people's attention. The electric vehicle cluster is generally located in the load center, which can quickly switch between charging and discharging states to provide instantaneous response.
从经济层面来看，将来绝大多数电动汽车由私人用户所有，电网公司无需分摊其购置费用。但电网公司为了获取电动汽车的调度权，仍需依赖有效运转的发电及辅助服务市场，引入合理的激励机制，付出相应的控制成本。辅助服务市场机制设计的复杂性决定了它是现阶段我国电力改革面临的主要难题之一。电动汽车的分布式特性令其无法直接接入较为集中的批发性电力市场，而便于管理和分析的电动汽车集群在分类特征识别上又极为复杂。当前的研究缺乏电动汽车短时运行备用能力的评估方法。From an economic point of view, the vast majority of electric vehicles will be owned by private users in the future, and grid companies will not need to share their purchase costs. However, in order to obtain the dispatching rights of electric vehicles, power grid companies still need to rely on the effective operation of the power generation and ancillary service markets, introduce reasonable incentive mechanisms, and pay corresponding control costs. The complexity of the design of the ancillary service market mechanism determines that it is one of the main problems faced by my country's electric power reform at this stage. The distributed nature of electric vehicles prevents them from being directly connected to a relatively centralized wholesale electricity market, and the electric vehicle clusters that are easy to manage and analyze are extremely complex in the identification of classification features. Current research lacks evaluation methods for the short-term operation reserve capacity of electric vehicles.
电动汽车参与运行备用的能力与当前充/放电功率、当前荷电量状态、电池组容量、最大充/放电功率、以及用车开始和结束时间等因素有关；由于其中的一些因素为时变因素，因此充电过程中电动汽车提供备用的能力也呈现出时变特征。更重要的是，作为一种可调控负荷甚至分布式储能装置，电动汽车的备用能力决定于需求弹性，而需求弹性又由充电合约决定，充电合约最终由用户参与意愿决定。因此，亟待提出计及用户出行需求的电动汽车短时运行备用能力的评估方法，以此量化电动汽车的备用能力。The ability of electric vehicles to participate in running backup is related to factors such as current charging/discharging power, current state of charge, battery pack capacity, maximum charging/discharging power, and start and end time of vehicle use; because some of these factors are time-varying factors, Therefore, the ability of electric vehicles to provide backup during the charging process also presents time-varying characteristics. More importantly, as an adjustable load or even a distributed energy storage device, the backup capacity of electric vehicles depends on the elasticity of demand, which in turn is determined by the charging contract, which is ultimately determined by the willingness of users to participate. Therefore, it is urgent to propose an evaluation method for the short-term operation reserve capacity of electric vehicles that takes into account the travel needs of users, so as to quantify the reserve capacity of electric vehicles.
发明内容Contents of the invention
为了解决上述技术问题，本发明提供了一种电动汽车短时备用能力的评估方法。In order to solve the above technical problems, the present invention provides a method for evaluating the short-term backup capability of an electric vehicle.
为了达到上述目的，本发明所采用的技术方案是：In order to achieve the above object, the technical scheme adopted in the present invention is:
一种电动汽车短时备用能力的评估方法，包括以下步骤，A method for evaluating the short-term standby capacity of an electric vehicle, comprising the following steps,
确定计及用户出行需求的电动汽车充/放电合约中的参数；Determine parameters in electric vehicle charging/discharging contracts that take into account user travel needs;
给出影响电动汽车充/放电路径的充/放电可行域；Give the charging/discharging feasible region that affects the charging/discharging path of electric vehicles;
基于充/放电可行域，给出影响电动汽车备用能力的功率边界约束和电量边界约束；Based on the charging/discharging feasible region, the power boundary constraints and electric quantity boundary constraints that affect the backup capacity of electric vehicles are given;
计算最低电量约束线；Calculate the minimum power constraint line;
考虑电池寿命约束，给出电动汽车的放电深度和单个调度周期内放电次数约束；Considering the battery life constraints, the discharge depth of electric vehicles and the discharge times constraints in a single scheduling cycle are given;
基于所有约束，给出电动汽车备用能力的计算方法。Based on all the constraints, a calculation method for the reserve capacity of electric vehicles is given.
充/放电合约中的参数包括入网时间、离网时间、起始电量、保底电量、期望电量和充电价格。The parameters in the charging/discharging contract include grid connection time, off-grid time, initial power, guaranteed bottom power, expected power and charging price.
功率边界用最大充/放电功率表示，当不受电量边界影响时，功率边界为固定值；反之，功率边界呈现时变特征。The power boundary is represented by the maximum charging/discharging power. When it is not affected by the power boundary, the power boundary is a fixed value; otherwise, the power boundary presents time-varying characteristics.
功率边界约束为，The power boundary constraint is,
Pcu(t)≤P(t)+PGmaxPcu (t)≤P(t)+PGmax
Pcd(t)≤PLmax-P(t)Pcd (t)≤PLmax -P(t)
-PGmax≤P(t)≤PLmax-PGmax ≤P(t)≤PLmax
其中，Pcu(t)为当前上备用容量，Pcd(t)为当前下备用容量，PLmax、PGmax分别为最大充电功率和放电功率，P(t)为当前充/放电功率，Among them, Pcu (t) is the current upper reserve capacity, Pcd (t) is the current lower reserve capacity, PLmax and PGmax are the maximum charging power and discharging power respectively, P(t) is the current charging/discharging power,
P(t)＝Sc(t)PL(t)ηL-Sd(t)PG(t)ηG，PL(t)、PG(t)分别为实时充电功率和放电功率，ηL、ηG分别为充电效率和放电效率，Sc(t)为充电状态(0，1)整数变量，Sd(t)为放电状态(0，1)整数变量。P(t)=Sc (t)PL (t)ηL -Sd (t)PG (t)ηG ,PL (t) andPG (t) are the real-time charging power and discharging power respectively , ηL , ηG are charging efficiency and discharging efficiency respectively, Sc (t) is an integer variable of charge state (0, 1), and Sd (t) is an integer variable of discharge state (0, 1).
电量边界用最大/最小电量表示，电量边界在各个时刻处于动态变化中。The power boundary is represented by the maximum/minimum power, and the power boundary is dynamically changing at each moment.
电量边界约束为，The power boundary constraint is,
E(texp)≥EexpE(texp )≥Eexp
其中，E(t)为电动汽车电池实时电量，Estart为电动汽车刚接入电网时起始电量，tstart为电动汽车接入电网时间，Ems为保底电量，tms为电动汽车充电至保底电量的时间，如果Estart≥Ems，则tms＝tstart，texp为电动汽车离网时间，Eexp和Emax分别为离网时用户的期望电量和电池容量，E(texp)为到离网时间时电动汽车的电池电量。Among them, E(t) is the real-time power of the electric vehicle battery, Estart is the initial power when the electric vehicle is just connected to the grid, tstart is the time when the electric vehicle is connected to the grid, Ems is the guaranteed power, and tms is the charging time of the electric vehicle. If Estart ≥ Ems , then tms = tstart , texp is the off-grid time of the electric vehicle, Eexp and Emax are the user's expected power and battery capacity when off-grid, respectively, E(texp ) is the battery power of the electric vehicle at the time of off-grid.
最低电量约束线为，The minimum power constraint line is,
其中，Emin(t)为最低电量约束线。Wherein, Emin (t) is the minimum electric quantity constraint line.
放电深度约束，depth of discharge constraints,
Ems＝max(Ems,(1-D)Emax)Ems ＝max(Ems ,(1-D)Emax )
其中，D为放电深度；Among them, D is the discharge depth;
单个调度周期内放电次数约束，Constraints on the number of discharges in a single scheduling cycle,
nc≤1nc ≤1
其中，nc为单个调度周期内放电次数。Among them, nc is the number of discharges in a single scheduling cycle.
将一个调度周期T分割为n个长度为Δt的时段，冻结Δt内功率的时变性，Divide a scheduling period T into n periods of length Δt, freeze the time-varying power within Δt,
电动汽车备用能力的计算公式为，The formula for calculating the reserve capacity of electric vehicles is,
其中，Pcu(k)为第k个时间段上备用容量，Pcd(k)为第k个时间段下备用容量，P(k)为第k个时间段充/放电功率，E(k)为电动汽车电池第k个时间段电量，Emin(k+1)为第k+1个时间段最低电量约束，v(k)为第k个时间段电动汽车是否在线的状态，Among them, Pcu (k) is the reserve capacity in the kth time period, Pcd (k) is the reserve capacity in the kth time period, P(k) is the charging/discharging power in the kth time period, E(k ) is the electric vehicle battery power in the kth time period, Emin (k+1) is the minimum power constraint in the k+1th time period, and v(k) is the status of whether the electric vehicle is online in the kth time period,
本发明所达到的有益效果：1、本发明可以快速评估电动汽车的短时备用能力；2、本发明计算电动汽车的备用能力时考虑了用户的不确定出行需求。The beneficial effects achieved by the present invention: 1. The present invention can quickly evaluate the short-term reserve capacity of the electric vehicle; 2. The present invention considers the user's uncertain travel demand when calculating the reserve capacity of the electric vehicle.
附图说明Description of drawings
图1为本发明的流程图；Fig. 1 is a flowchart of the present invention;
图2为充/放电可行域示意图。Figure 2 is a schematic diagram of the charging/discharging feasible region.
具体实施方式Detailed ways
下面结合附图对本发明作进一步描述。以下实施例仅用于更加清楚地说明本发明的技术方案，而不能以此来限制本发明的保护范围。The present invention will be further described below in conjunction with the accompanying drawings. The following examples are only used to illustrate the technical solution of the present invention more clearly, but not to limit the protection scope of the present invention.
如图1所示，一种电动汽车短时备用能力的评估方法，包括以下步骤：As shown in Figure 1, an evaluation method for the short-term backup capability of electric vehicles includes the following steps:
步骤1，确定计及用户出行需求的电动汽车充/放电合约中的参数。Step 1. Determine the parameters in the electric vehicle charging/discharging contract that takes into account the user's travel needs.
充/放电合约需要满足用户的各类出行需求，包括不确定性需求；因此电动汽车的电量需始终大于与用户约定的某一数值(称为保底电量Ems)，以保障用户不定时用车需求。The charging/discharging contract needs to meet various travel needs of users, including uncertain demands; therefore, the power of electric vehicles must always be greater than a certain value agreed with the user (called the guaranteed minimum power Ems ) to ensure that users use the car from time to time need.
根据电动汽车刚接入电网时起始电量Estart的不同，充/放电策略可按2步考虑：a)Estart＜Ems时，立即以最大充电功率充电至保底电量，然后启用下一步的充电策略；b)Estart≥Ems时，进一步应用给定的充/放电策略。因此，充/放电合约中的参数包括入网时间、离网时间、起始电量、保底电量、期望电量和充电价格。According to the difference in the initial power Estart when the electric vehicle is just connected to the grid, the charging/discharging strategy can be considered in two steps: a) When Estart < Ems , immediately charge to the guaranteed power with the maximum charging power, and then start the next step charging strategy; b) when Estart ≥ Ems , further apply a given charging/discharging strategy. Therefore, the parameters in the charging/discharging contract include the time of on-grid, off-grid, initial power, guaranteed power, expected power and charging price.
步骤2，给出影响电动汽车充/放电路径的充/放电可行域。Step 2, give the charging/discharging feasible region that affects the charging/discharging path of electric vehicles.
考虑到在“离网时间”前达到或超过“期望电量”(附图2中状态④)，充/放电策略输出在“时间-电量”平面上留下的路径只能被限定在一定区域内，将此区域称为充/放电可行域，充/放电可行域内有任意多条路径可选，一条路径即是一种充/放电策略。附图2中，tstart为电动汽车接入电网时间，texp为电动汽车离网时间，Eexp和Emax分别为离网时用户的期望电量和电池容量。影响充/放电可行域内电动汽车充/放电的路径的主要参量为最大充/放电功率、电池容量、保底电量、期望电量、充电开始时间、充电结束时间、当前充/放电功率、当前电量状态，以及计及电池寿命的放电深度和放电次数。Considering that the "expected power" is reached or exceeded before the "off-grid time" (state ④ in Figure 2), the path left by the charge/discharge strategy output on the "time-power" plane can only be limited to a certain area , this area is called the charging/discharging feasible region. There are any number of paths in the charging/discharging feasible region, and one path is a charging/discharging strategy. In Figure 2, tstart is the time when the electric vehicle is connected to the grid, texp is the time when the electric vehicle is off-grid, Eexp and Emax are the user's expected power and battery capacity when off-grid, respectively. The main parameters that affect the charging/discharging path of electric vehicles in the charging/discharging feasible area are the maximum charging/discharging power, battery capacity, guaranteed power, expected power, charging start time, charging end time, current charging/discharging power, and current power status. As well as the depth of discharge and the number of discharges that take into account battery life.
步骤3，基于充/放电可行域，给出影响电动汽车备用能力的功率边界约束和电量边界约束。Step 3. Based on the charging/discharging feasible region, the power boundary constraints and electric quantity boundary constraints that affect the reserve capacity of electric vehicles are given.
功率边界用最大充/放电功率表示，当不受电量边界影响时，功率边界为固定值；反之，功率边界呈现时变特征。电动汽车的当前充/放电功率P(t)＝Sc(t)PL(t)ηL-Sd(t)PG(t)ηG，其中PL(t)、PG(t)分别为实时充电功率和放电功率，ηL、ηG分别为充电效率和放电效率，Sc(t)为充电状态(0，1)整数变量，Sc(t)＝1表示电动汽车处于充电状态，Sc(t)＝0表示电动汽车处于非充电状态，Sd(t)为放电状态(0，1)整数变量，Sd(t)＝1表示电动汽车处于放电状态，Sd(t)＝0表示电动汽车处于非放电状态；Sc(t)+Sd(t)≤1。The power boundary is represented by the maximum charging/discharging power. When it is not affected by the power boundary, the power boundary is a fixed value; otherwise, the power boundary presents time-varying characteristics. The current charging/discharging power of electric vehicles P(t)=Sc (t)PL (t)ηL -Sd (t)PG (t)ηG , wherePL (t),PG (t ) are real-time charging power and discharging power respectively, ηL and ηG are charging efficiency and discharging efficiency respectively, Sc (t) is an integer variable of charging state (0, 1), Sc (t)=1 means that the electric vehicle is in Charging state, Sc (t) = 0 means that the electric vehicle is in a non-charging state, Sd (t) is an integer variable in the discharging state (0, 1), Sd (t) = 1 means that the electric vehicle is in a discharging state, Sd (t)=0 means that the electric vehicle is in a non-discharging state; Sc (t)+Sd (t)≤1.
受最大充/放电功率约束，功率边界约束为：Constrained by the maximum charging/discharging power, the power boundary constraint is:
Pcu(t)≤P(t)+PGmax (1)Pcu (t)≤P(t)+PGmax (1)
Pcd(t)≤PLmax-P(t) (2)Pcd (t)≤PLmax -P(t) (2)
-PGmax≤P(t)≤PLmax (3)-PGmax ≤P(t)≤PLmax (3)
其中，Pcu(t)为当前上备用容量，Pcd(t)为当前下备用容量，PLmax、PGmax分别为最大充电功率和放电功率。Among them, Pcu (t) is the current upper reserve capacity, Pcd (t) is the current lower reserve capacity, PLmax and PGmax are the maximum charging power and discharging power, respectively.
电量边界用最大/最小电量表示，电量边界在各个时刻处于动态变化中。正是电量边界的存在，使得电动汽车的备用能力相对传统机组来说更为有限，主要体现在不能长时间持续提供调峰或备用容量。The power boundary is represented by the maximum/minimum power, and the power boundary is dynamically changing at each moment. It is the existence of the power boundary that makes the reserve capacity of electric vehicles more limited than that of traditional units, mainly reflected in the inability to continuously provide peak-shaving or reserve capacity for a long time.
电量边界约束为：The power boundary constraint is:
E(texp)≥Eexp (5)E(texp )≥Eexp (5)
其中，E(t)为电动汽车电池实时电量，tms为电动汽车充电至保底电量的时间，如果Estart≥Ems，则tms＝tstart，E(texp)为到离网时间时电动汽车的电池电量。Among them, E(t) is the real-time power of the electric vehicle battery, tms is the time for charging the electric vehicle to the guaranteed power, if Estart ≥ Ems , then tms = tstart , E(texp ) is the time to off-grid Electric car battery power.
步骤4，计算最低电量约束线。Step 4, calculate the minimum power constraint line.
由于电池受最大充电功率约束，为了确保在计划时间内满足用户的期望电量要求，在电动汽车开始接受调控到离网的时段内，电池电量都应有一个最低电量要求，容易推导出各时刻最低电量约束线(对应附图2中状态②-状态③线段和状态③-状态④线段)，如式(7)所示，因此式(4)可进一步写成式(8)。一旦电池电量落在最低电量约束线上，充电弹性将立即消失，必须立刻按照最大充电功率进行充电，才能在用户离网时达到期望电量。Since the battery is limited by the maximum charging power, in order to ensure that the user's expected power requirements are met within the planned time, the battery power should have a minimum power requirement during the period when the electric vehicle starts to be regulated and off-grid, and it is easy to deduce the minimum power requirement at each time. The power constraint line (corresponding to the state ②-state ③ line segment and the state ③-state ④ line segment in Figure 2) is shown in formula (7), so formula (4) can be further written as formula (8). Once the battery power falls on the minimum power constraint line, the charging elasticity will disappear immediately, and it must be charged according to the maximum charging power immediately in order to reach the desired power when the user leaves the grid.
其中，Emin(t)为最低电量约束线。Wherein, Emin (t) is the minimum electric quantity constraint line.
步骤5，考虑电池寿命约束，给出电动汽车的放电深度和单个调度周期内放电次数约束。Step 5, considering the battery life constraints, given the discharge depth of electric vehicles and the discharge times constraints in a single scheduling cycle.
除功率和电量边界外，考虑到对电池寿命的保护，充/放电合约中也包括放电深度D和放电次数nc对放电过程加以限制的条件，这本质上也会缩小充/放电可行域内电动汽车的充/放电路径。In addition to the power and quantity boundaries, considering the protection of battery life, the charging/discharging contract also includes the conditions to limit the discharging process by the discharge depth D and the number of discharges nc , which will essentially narrow the charging/discharging feasible range. The charging/discharging path of the car.
放电深度约束为：The depth of discharge constraint is:
Ems＝max(Ems,(1-D)Emax) (9)Ems ＝max(Ems ,(1-D)Emax ) (9)
考虑放电次数约束为单个调度周期内最多放电1次，单个调度周期内放电次数约束为：Considering that the discharge times constraint is at most 1 discharge in a single scheduling period, the discharge times constraint in a single scheduling period is:
nc≤1 (10)。nc ≤ 1 (10).
步骤6，基于所有约束，给出电动汽车备用能力的计算方法。Step 6. Based on all the constraints, the calculation method for the reserve capacity of electric vehicles is given.
不妨对时间轴离散化，将一个调度周期T分割为n个长度为Δt的时段，冻结Δt内功率的时变性，则式(6)可改写为式(11)，其中v(k)为第k个时间段电动汽车是否在线的状态(“1”表示在线，“0”表示离线)。由式(1)-式(9)，易知电动汽车上、下备用能力可按式(12)、式(13)计算。It is advisable to discretize the time axis, divide a scheduling period T into n periods of length Δt, and freeze the time-varying power within Δt, then Equation (6) can be rewritten as Equation (11), where v(k) is Whether the electric vehicle is online or not in k time periods ("1" means online, "0" means offline). From Equation (1)-Equation (9), it is easy to know that the upper and lower reserve capacity of electric vehicles can be calculated according to Equation (12) and Equation (13).
其中，Pcu(k)为第k个时间段上备用容量，Pcd(k)为第k个时间段下备用容量，P(k)为第k个时间段充/放电功率，E(k)为电动汽车电池第k个时间段电量，Emin(k+1)为第k+1个时间段最低电量约束，E(k)-Emin(k+1)为第k个时间内的最大可放电量，[E(k)-Emin(k+1)]/Δt+P(k)为考虑当前工况下电动汽车的可放电量潜力，反映出电量边界的影响；式(12)和式(13)意在通过比较功率边界与电量边界，计算出各时段电动汽车的上、下备用容量。Among them, Pcu (k) is the reserve capacity in the kth time period, Pcd (k) is the reserve capacity in the kth time period, P(k) is the charging/discharging power in the kth time period, E(k ) is the electric vehicle battery power in the kth time period, Emin (k+1) is the minimum power constraint in the k+1th time period, E(k)-Emin (k+1) is the kth time period The maximum dischargeable capacity, [E(k)-Emin (k+1)]/Δt+P(k) is to consider the potential dischargeable capacity of electric vehicles under the current working conditions, reflecting the impact of the power boundary; formula (12 ) and formula (13) are intended to calculate the upper and lower reserve capacity of electric vehicles in each period by comparing the power boundary and the electric quantity boundary.
为了进一步说明上述方法，将其应用于某辆电动汽车参与有序充/放电，仿真算例设置如下：充电时段为19:00～次日07:00，电池容量Emax＝30kWh，保底电量Ems＝50％Emax，期望电量Eexp＝95％Emax，放电深度D＝50％，最大充电功率PLmax＝3.3kW，最大放电功率PGmax＝3.3kW，时间尺度Δt＝1小时，起始电池电量Estart＝50％Emax。In order to further illustrate the above method, it is applied to an electric vehicle participating in orderly charging/discharging. The simulation example is set as follows: the charging period is from 19:00 to 07:00 the next day, the battery capacity Emax = 30kWh, and the guaranteed minimum power Ems = 50% Emax , expected power Eexp = 95% Emax , discharge depth D = 50%, maximum charge power PLmax = 3.3kW, maximum discharge power PGmax = 3.3kW, time scale Δt = 1 hour, starting The initial battery power Estart =50% Emax .
约束条件式(1)～式(10)，根据式(12)～式(13)计算不同初始充电策略下电动汽车备用能力，仿真结果见表1；其中充电策略1为不允许放电且延时3h充电，充电策略2为允许放电且延时3h充电。Constraint conditions formula (1) ~ formula (10), according to formula (12) ~ formula (13) to calculate the reserve capacity of electric vehicles under different initial charging strategies, the simulation results are shown in Table 1; charging strategy 1 is not allowed to discharge and delayed 3h charging, charging strategy 2 is to allow discharge and delay charging for 3h.
表1不同充电策略下电动汽车备用能力的仿真结果Table 1 Simulation results of electric vehicle backup capacity under different charging strategies
上、下备用容量价格的设置见表2。经计算选择初始充电策略为策略1和策略2的用户备用价值分别为0.972元和2.127元。See Table 2 for the setting of upper and lower reserve capacity prices. After calculation, the user's reserve value of choosing the initial charging strategy as strategy 1 and strategy 2 is 0.972 yuan and 2.127 yuan respectively.
表2各时段的备用容量价格Table 2 Reserve capacity prices in each time period
综上所述，上述方法可以快速计算出电动汽车的短时备用能力。To sum up, the above method can quickly calculate the short-term reserve capacity of electric vehicles.
以上所述仅是本发明的优选实施方式，应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明技术原理的前提下，还可以做出若干改进和变形，这些改进和变形也应视为本发明的保护范围。The above is only a preferred embodiment of the present invention, it should be pointed out that for those of ordinary skill in the art, without departing from the technical principle of the present invention, some improvements and modifications can also be made. It should also be regarded as the protection scope of the present invention.
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| CN201810235001.2ACN108493972B (en) | 2018-03-21 | 2018-03-21 | A method for evaluating the short-term backup capacity of electric vehicles |
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