CN110611322B - System frequency control method based on electric vehicle energy efficiency power plant - Google Patents
System frequency control method based on electric vehicle energy efficiency power plantDownload PDFInfo
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- B60—VEHICLES IN GENERAL
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- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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Abstract
Translated fromChinese
Description
Translated fromChinese技术领域technical field
本发明涉及电力调度领域，具体涉及一种基于电动汽车能效电厂的系统频率控制方法。The invention relates to the field of power dispatching, in particular to a system frequency control method based on an electric vehicle energy efficiency power plant.
背景技术Background technique
随着社会经济的快速发展，我国对能源的需求与日俱增，但化石能源日趋枯竭，核能发展受到限制，以煤炭、石油为主要能量来源的传统发电模式正面临资源紧缺、气候变暖以及环境污染等一系列问题。此外，生态环境的日益恶化，用户对电能质量的要求越来越高，使得可再生能源的开发和利用逐渐成为社会可持续发展的必由之路。近年来，间歇性可再生能源发电技术的大规模应用给电力系统的安全高效运行带来了前所未有的不确定性。源侧功率输出的波动性需要配置大容量的旋转备用机组来平衡。这不仅给电力企业的建设及运营带来了高昂成本，且由于响应速度滞后无法有效保障系统功率快速平衡的需求，无论是系统经济性还是安全性均受到严峻挑战。With the rapid development of society and economy, my country's demand for energy is increasing day by day, but fossil energy is increasingly depleted, and the development of nuclear energy is limited. The traditional power generation model with coal and oil as the main energy source is facing resource shortages, climate warming and environmental pollution. a series of questions. In addition, the deterioration of the ecological environment and the higher and higher requirements of users for power quality make the development and utilization of renewable energy gradually become the only way for sustainable social development. In recent years, the large-scale application of intermittent renewable energy generation technology has brought unprecedented uncertainty to the safe and efficient operation of the power system. The fluctuation of power output on the source side needs to be balanced by the configuration of large-capacity rotating standby units. This not only brings high costs to the construction and operation of power companies, but also cannot effectively guarantee the rapid balance of system power due to the lag in response speed.
电动汽车(Electric Vehicle，EV)规模化普及是实现交通低碳化发展的重要途径，在世界范围内受到广泛关注。大规模的电动汽车接入，电网某些薄弱环节可能会因此而不堪重负。随着电力电子技术、现代控制及通信技术的发展，电动汽车在Vehicle-to-Grid(V2G)控制下可以看作是一种电力储能系统。电动汽车可改变其充电模式(如无序充电和智能充电等)以实现充电功率在时间尺度上的变换；或在紧急情况下，根据系统需求向系统反馈电能，辅助系统运行。在V2G控制下，电动汽车既可以作为系统负荷，又可以作为储能设备或分布式电源，成为协助系统运行的积极参与者。各国学者已针对电动汽车接入电网展开了大量研究。有学者在考虑用户出行习惯的基础上，提出了电动汽车充电负荷预测模型；有学者通过对电动汽车充电过程进行有效控制，探索了电动汽车作为需求侧响应资源的可行性；有学者构建了基于下垂控制的电动汽车V2G调频响应模型，以提升系统的频率质量；上述文献利用电动汽车集群(EVAggregator，EVA)的响应能力参与系统的有功调控，尚未将电动汽车集群上升到能效电厂的概念，而能效电厂作为一种需求侧资源，具有规模大且容易操作的优势，能够为电网提供常规电厂等价服务支撑。有学者验证了需求侧响应资源构建能效电厂的可能性和合理性，基于现代通信技术提出了电动汽车能效电厂的基本构架，能够实现对地理上分散的电动汽车进行集中管控。The large-scale popularization of electric vehicles (EVs) is an important way to realize the low-carbon development of transportation, and has received extensive attention worldwide. Large-scale electric vehicle access, some weak links in the grid may be overwhelmed. With the development of power electronic technology, modern control and communication technology, electric vehicle can be regarded as a kind of electric energy storage system under Vehicle-to-Grid (V2G) control. Electric vehicles can change their charging modes (such as disordered charging and intelligent charging, etc.) to realize the transformation of charging power on the time scale; or in emergency situations, feed back electric energy to the system according to system requirements to assist system operation. Under the control of V2G, electric vehicles can be used as system loads, energy storage devices or distributed power sources, and become active participants in assisting the operation of the system. Scholars from various countries have carried out a lot of research on the connection of electric vehicles to the power grid. Some scholars have proposed a charging load prediction model for electric vehicles on the basis of considering users' travel habits; some scholars have explored the feasibility of electric vehicles as a demand-side response resource by effectively controlling the charging process of electric vehicles; The droop-controlled electric vehicle V2G frequency modulation response model is used to improve the frequency quality of the system; the above literature uses the response capability of the electric vehicle cluster (EVA Aggregator, EVA) to participate in the active power regulation of the system, and has not yet raised the electric vehicle cluster to the concept of energy-efficient power plants, while As a demand-side resource, energy-efficiency power plants have the advantages of large scale and easy operation, and can provide equivalent service support for conventional power plants for the power grid. Some scholars have verified the possibility and rationality of demand-side response resources to build energy-efficient power plants, and based on modern communication technology, they have proposed the basic framework of electric vehicle energy-efficiency power plants, which can realize centralized management and control of geographically dispersed electric vehicles.
发明内容SUMMARY OF THE INVENTION
本发明基于上述现有技术，提出一种基于电动汽车能效电厂的系统频率控制策略，通过电动汽车的充电时间、出行需求等特性构建单体电动汽车的可控域用于判断汽车能否参与频率控制，并定义状态标识来描述电动汽车的电池容量状态，再根据状态标识的值对电动汽车进行排序，得到汽车的响应优先级列表。Based on the above-mentioned prior art, the present invention proposes a system frequency control strategy based on an electric vehicle energy efficiency power plant, and constructs a controllable domain of a single electric vehicle through characteristics such as charging time and travel demand of the electric vehicle to determine whether the vehicle can participate in the frequency Control, and define the status flag to describe the battery capacity state of the electric vehicle, and then sort the electric vehicles according to the value of the status flag to obtain the response priority list of the car.
本发明具体为一种基于电动汽车能效电厂的系统频率控制方法，该方法包括以下步骤：The present invention is specifically a system frequency control method based on an electric vehicle energy efficiency power plant, the method comprising the following steps:
(1)根据电动汽车的充电时间、出行需求构建单体电动汽车的可控域，用于判断汽车能否参与频率控制；(1) According to the charging time and travel demand of the electric vehicle, the controllable domain of the single electric vehicle is constructed to judge whether the vehicle can participate in the frequency control;
(2)定义状态标识SEV来描述电动汽车的电池容量状态，该状态标识能够体现SOC距离其可控域上下边界的距离关系；(2) Define the state identifier SEV to describe the battery capacity state of the electric vehicle, which can reflect the distance relationship between the SOC and the upper and lower boundaries of its controllable domain;
(3)根据SEV的值对电动汽车进行排序，得到汽车的响应优先级列表，确定基于响应优先级的电动汽车频率控制策略。(3) Sort the electric vehicles according to the value of SEV , get the response priority list of the vehicles, and determine the electric vehicle frequency control strategy based on the response priority.
所述步骤(1)中电动汽车可控域的构建过程如下：The construction process of the controllable domain of the electric vehicle in the step (1) is as follows:
在满足电池充放电约束、充电时间约束以及出行需求约束条件时，电动汽车处于可控状态，能够参与频率控制；When the battery charging and discharging constraints, charging time constraints and travel demand constraints are met, the electric vehicle is in a controllable state and can participate in frequency control;
电动汽车过度充电或过度放电会造成电池老化，缩短电池寿命，因此在控制过程中设置电池的充放电约束如下：Overcharging or overdischarging of electric vehicles will cause battery aging and shorten battery life. Therefore, the battery charging and discharging constraints are set as follows in the control process:
SOCdown≤SOC(t)≤SOCupSOCdown ≤SOC(t)≤SOCup
其中，SOCdown是电池充放电约束的下边界，SOCup是电池充放电约束的上边界；Among them, SOCdown is the lower boundary of the battery charge and discharge constraints, and SOCup is the upper boundary of the battery charge and discharge constraints;
只有连接电网进行充电的电动汽车才能参与需求侧响应，因此在控制过程中设置充电时间约束如下式所示：Only electric vehicles that are connected to the grid for charging can participate in the demand-side response, so the charging time constraint is set in the control process as follows:
ts≤t≤tets≤t≤te
其中，ts是汽车接入充电桩开始充电时间，te是汽车结束充电离开充电桩时间；Among them, ts is the time when the car is connected to the charging pile to start charging, and te is the time when the car ends charging and leaves the charging pile;
当电动汽车结束充电时，其电池电量应足以满足用户的出行需求，如下式所示：When the electric vehicle finishes charging, its battery power should be sufficient to meet the user's travel needs, as shown in the following formula:
SOCend≤SOC(te)SOCend ≤SOC(te )
其中，SOCend为电动汽车结束充电时的电池电量应达到的最小值；Among them, SOCend is the minimum value that the battery power should reach when the electric vehicle finishes charging;
结合上述三种约束确定单体电动汽车的可控域，可控域由电池充放电约束确定其上边界与下边界，并设有强制充电边界以满足出行需求约束，只有当SOC在可控域内时电动汽车处于可控状态，能够参与需求侧响应；Combining the above three constraints to determine the controllable domain of a single electric vehicle, the controllable domain is determined by the battery charge and discharge constraints to determine its upper and lower boundaries, and a mandatory charging boundary is set to meet the travel demand constraints, only when the SOC is within the controllable domain. When electric vehicles are in a controllable state, they can participate in demand-side response;
电动汽车有充电、放电与闲置三种功率状态，处于闲置状态的充电汽车功率为0，但仍通过充电桩与电网连接，当SOC触碰强制充电边界时，电动汽车进入强制充电状态，以额定充电功率进行充电直到离开电网；当SOC触碰到可控域的上边界或下边界时，汽车切换至闲置状态，等待频率控制中心的下一步指示。Electric vehicles have three power states of charging, discharging and idle. The power of the charging vehicle in the idle state is 0, but it is still connected to the grid through the charging pile. When the SOC touches the compulsory charging boundary, the electric vehicle enters the compulsory charging state, and the rated value is used. The charging power is charged until it leaves the grid; when the SOC touches the upper or lower boundary of the controllable domain, the car switches to an idle state and waits for the next instruction from the frequency control center.
所述步骤(2)中定义并计算频率控制策略的控制参数：Define and calculate the control parameters of the frequency control strategy in the step (2):
首先，定义电动汽车的总功率调节裕度，用于描述能效电厂的频率调节能力，对于电动汽车，其总功率上调裕度
其中，i为电动汽车编号；
进而，计算当所有放电的可控汽车切换至闲置状态时电动汽车总功率的上调裕度
由于SOC能够描述电池电量，但无法体现自身与可控域上下边界的距离关系，因此使用状态标识SEV描述SOC在其可控域上下边界间的相对位置，第i个汽车的状态标识
其中，SOCi为第i个汽车的荷电状态；Among them, SOCi is the state of charge of the i-th vehicle;
然后将所有处于充电状态的可控电动汽车的编号按照SEV由高到低进行排列，得到响应优先级列表Lc；将所有处于放电状态的可控电动汽车的编号按照SEV由低到高进行排列，得到响应优先级列表Ld，如下式所示：Then, arrange the numbers of all the controllable electric vehicles in the charging state from high to low according to SEV to obtain the response priority list Lc ; arrange the numbers of all the controllable electric vehicles in the discharging state from low to high according to SEV Arrange to get the response priority list Ld , as shown in the following formula:
其中，NEV1是当前充电的可控汽车数量；ck是Lc中第k个汽车编号；NEV2是当前放电的可控汽车数量；dl是Ld中第l个汽车编号；Lc与Ld满足以下约束：Among them, NEV1 is the number of controllable cars currently charged; ck is the number of the k-th car in Lc ; NEV2 is the number of controllable cars currently discharged; dl is the number of the l-th car in Ld ; Lc and Ld satisfy the following constraints:
所述步骤(3)中基于响应优先级的电动汽车频率控制策略为：The electric vehicle frequency control strategy based on the response priority in the step (3) is:
1)DP<0：DP是电网中发电总功率与用电总功率之差，此时电网中发电总功率小于用电总功率，电动汽车总功率需下降；1) DP<0: DP is the difference between the total power generated in the power grid and the total power consumption. At this time, the total power generated in the power grid is less than the total power consumption, and the total power of electric vehicles needs to be reduced;
如果
如果
其中，zm是Lidle.d中第m个汽车编号；NEV0是当前处于闲置状态的可控汽车数量，其数值实时变化；Among them, zm is the m-th car number in Lidle.d ; NEV0 is the number of controllable cars currently in idle state, and its value changes in real time;
最后将闲置状态的可控汽车按照Lidle.d中顺序依次切换至放电状态直到满足响应需求，切换至放电状态的电动汽车数量Nidle,d满足下式约束：Finally, the controllable cars in the idle state are sequentially switched to the discharge state according to the sequence in Lidle.d until the response demand is met, and the number of electric cars switched to the discharge state Nidle,d satisfies the following constraints:
如果
2)DP>0：此时系统发电总功率高于用电总功，电动汽车总功率需上升；2) DP>0: At this time, the total power generation of the system is higher than the total power consumption, and the total power of electric vehicles needs to increase;
如果
如果
其中，en是Lidle.c中第n个汽车编号；Among them, en is the nth car number in Lidle.c ;
最后将闲置状态的可控汽车按照Lidle.c中顺序依次切换至充电状态直到满足响应需求，该过程中状态切换的电动汽车数量Nidle,c满足下式约束：Finally, the controllable cars in the idle state are switched to the charging state in sequence according to the order in Lidle.c until the response demand is met. The number of electric cars Nidle,c in the state switching in this process satisfies the following constraints:
如果
附图说明Description of drawings
图1为本发明的频率控制策略框架；Fig. 1 is the frequency control strategy frame of the present invention;
图2为本发明单体电动汽车可控域的示意图；2 is a schematic diagram of the controllable domain of a single electric vehicle of the present invention;
图3为电动汽车总功率需下调时的控制策略示意图；Figure 3 is a schematic diagram of the control strategy when the total power of the electric vehicle needs to be lowered;
图4为电动汽车总功率需上调时的控制策略示意图；Figure 4 is a schematic diagram of the control strategy when the total power of the electric vehicle needs to be increased;
图5为本发明的频率控制策略流程图。FIG. 5 is a flow chart of the frequency control strategy of the present invention.
具体实施方式Detailed ways
为了使本发明的目的、技术方案及优点更加清楚明白，以下结合附图及实施案例对本发明进行深入地详细说明。应当理解，此处所描述的具体实施案例仅仅用以解释本发明，并不用于限定发明。In order to make the objectives, technical solutions and advantages of the present invention clearer, the present invention will be described in detail below with reference to the accompanying drawings and implementation cases. It should be understood that the specific embodiments described herein are only used to explain the present invention, and are not used to limit the invention.
一种基于电动汽车能效电厂的系统频率控制策略，包括：通过电动汽车的充电时间、出行需求等特性构建了单体电动汽车的可控域用于判断汽车能否参与频率控制；其次，定义状态标识SEV来描述电动汽车的电池容量状态，该状态标识能够体现SOC距离其可控域上下边界的距离关系；最后，根据SEV的值对电动汽车进行排序，得到汽车的响应优先级列表，提出了一种基于响应优先级的电动汽车频率控制策略。A system frequency control strategy based on electric vehicle energy-efficiency power plants, including: constructing a controllable domain of a single electric vehicle based on characteristics such as charging time and travel demand of electric vehicles to determine whether the vehicle can participate in frequency control; secondly, defining the state The SEV is used to describe the battery capacity state of the electric vehicle, which can reflect the distance relationship between the SOC and the upper and lower boundaries of its controllable domain. Finally, the electric vehicles are sorted according to the value of SEV , and the response priority list of the vehicle is obtained. A frequency control strategy for electric vehicles based on response priority is proposed.
所述频率控制策略框架如下：The frequency control strategy framework is as follows:
如图1所示，整个频率控制策略框架由调频控制中心与电动汽车能效电厂两部分构成。As shown in Figure 1, the entire frequency control strategy framework consists of two parts: the frequency modulation control center and the electric vehicle energy efficiency power plant.
电动汽车组合成需求侧能效电厂来参与集中式频率控制。单体电动汽车只有在可控状态才能参与频率控制，因此构建电动汽车的可控域来判断其是否可控。电动汽车可控域的构建需要考虑汽车的充电时间、电池充放电约束以及用户出行需求。充电时间是指电动汽车接入电网的时间段，电池充放电约束是指电池的SOC的上下限约束范围，用户出行需求是指电动汽车作为交通工具出行所需的最低电池电量。Electric vehicles are combined into demand-side energy efficiency plants to participate in centralized frequency control. A single electric vehicle can only participate in frequency control in a controllable state, so the controllable domain of an electric vehicle is constructed to determine whether it is controllable. The construction of the controllable domain of electric vehicles needs to consider the charging time of the vehicle, the battery charging and discharging constraints, and the travel needs of users. The charging time refers to the time period during which the electric vehicle is connected to the power grid, the battery charging and discharging constraints refer to the upper and lower limit constraints of the battery’s SOC, and the user travel demand refers to the minimum battery power required for the electric vehicle to travel as a means of transportation.
图1中的DP是电网中发电总功率与用电总功率之差。电动汽车能效电厂将每个汽车的 SEV、实时功率以及是否可控等负荷信息发送至调频控制中心。在基于对电动汽车SEV排序的频率控制策略指导下，调频控制中心根据能效电厂提供的负荷信息以及电网传来的调频响应需求DP确定下发至能效电厂的控制信号，改变部分电动汽车充电功率以满足调频需求，使得电动汽车的总功率改变量(DPEV-all)等于DP。DP in Figure 1 is the difference between the total power generated and the total power consumed in the grid. The electric vehicle energy efficiency power plant sends each vehicle's SEV , real-time power and load information such as controllability to the FM control center. Under the guidance of the frequency control strategy based on the sorting of electric vehicles SEV , the frequency regulation control center determines the control signal sent to the energy efficiency power plant according to the load information provided by the energy efficiency power plant and the frequency regulation response demand DP from the power grid, and changes the charging power of some electric vehicles. In order to meet the frequency modulation requirements, the total power change of the electric vehicle (DPEV-all ) is equal to DP.
所述电动汽车可控域的构建过程如下：The construction process of the controllable domain of the electric vehicle is as follows:
在满足电池充放电约束、充电时间约束以及出行需求约束条件时，电动汽车处于可控状态，能够参与频率控制。When the battery charging and discharging constraints, charging time constraints and travel demand constraints are met, the electric vehicle is in a controllable state and can participate in frequency control.
电动汽车过度充电或过度放电会造成电池老化，缩短电池寿命，因此在控制过程中设置电池的充放电约束如下：Overcharging or overdischarging of electric vehicles will cause battery aging and shorten battery life. Therefore, the battery charging and discharging constraints are set as follows in the control process:
SOCdown≤SOC(t)≤SOCup (1)\*MERGEFORMATSOCdown ≤SOC(t)≤SOCup (1)\*MERGEFORMAT
其中，SOCdown是电池充放电约束的下边界；SOCup是电池充放电约束的上边界。Among them, SOCdown is the lower boundary of the battery charge and discharge constraints; SOCup is the upper boundary of the battery charge and discharge constraints.
只有连接电网进行充电的电动汽车才能参与需求侧响应，因此在控制过程中设置充电时间约束如下式所示：Only electric vehicles that are connected to the grid for charging can participate in the demand-side response, so the charging time constraint is set in the control process as follows:
ts≤t≤te (2)ts≤t≤te (2)
其中，ts是汽车接入充电桩开始充电时间；te是汽车结束充电离开充电桩时间。Among them,ts is the time when the car is connected to the charging pile to start charging;te is the time when the car ends charging and leaves the charging pile.
当电动汽车结束充电时，其电池电量应足以满足用户的出行需求，如下式所示：When the electric vehicle finishes charging, its battery power should be sufficient to meet the user's travel needs, as shown in the following formula:
SOCend≤SOC(te) (3)\*MERGEFORMATSOCend ≤SOC(te ) (3)\*MERGEFORMAT
其中，SOCend为电动汽车结束充电时的电池电量应达到的最小值。Among them, SOCend is the minimum value that the battery power should reach when the electric vehicle finishes charging.
通过式(1)至(3)可以定义如图2所示的单体电动汽车的可控域。只有当SOC在可控域内时电动汽车处于可控状态，能够参与需求侧响应。可控域由电池充放电约束确定其上边界与下边界，并设有强制充电边界以满足出行需求约束。The controllable region of a single EV as shown in Figure 2 can be defined by equations (1) to (3). Only when the SOC is in the controllable domain, the electric vehicle is in a controllable state and can participate in the demand-side response. The upper and lower boundaries of the controllable domain are determined by the battery charging and discharging constraints, and there are mandatory charging boundaries to meet the travel demand constraints.
电动汽车有充电、放电与闲置三种功率状态。处于闲置状态的充电汽车功率为0，但仍通过充电桩与电网连接。当SOC触碰强制充电边界时，电动汽车进入强制充电状态，以额定充电功率进行充电直到离开电网。当SOC触碰到可控域的上边界或下边界时，汽车切换至闲置状态，等待频率控制中心的下一步指示。Electric vehicles have three power states: charging, discharging and idle. The charging car in the idle state has 0 power, but is still connected to the grid through the charging pile. When the SOC touches the forced charging boundary, the electric vehicle enters the forced charging state and charges at the rated charging power until it leaves the grid. When the SOC touches the upper or lower boundary of the controllable domain, the car switches to an idle state and waits for the next instruction from the frequency control center.
定义并计算频率控制策略的控制参数，具体如下：Define and calculate the control parameters of the frequency control strategy as follows:
首先，定义电动汽车的总功率调节裕度，用于描述能效电厂的频率调节能力。对于电动汽车，其总功率上调裕度
其中，i为电动汽车编号；
进而，计算当所有放电的可控汽车切换至闲置状态时电动汽车总功率的上调裕度
由于SOC能够描述电池电量，但无法体现自身与可控域上下边界的距离关系，因此使用状态标识SEV描述SOC在其可控域上下边界间的相对位置，第i个汽车的状态标识
其中，SOCi为第i个汽车的荷电状态。Among them, SOCi is the state of charge of the i-th car.
然后将所有处于充电状态的可控电动汽车的编号按照SEV由高到低进行排列，得到响应优先级列表Lc；将所有处于放电状态的可控电动汽车的编号按照SEV由低到高进行排列，得到响应优先级列表Ld，如下式所示：Then, arrange the numbers of all the controllable electric vehicles in the charging state from high to low according to SEV to obtain the response priority list Lc ; arrange the numbers of all the controllable electric vehicles in the discharging state from low to high according to SEV Arrange to get the response priority list Ld , as shown in the following formula:
其中，NEV1是当前充电的可控汽车数量；ck是Lc中第k个汽车编号；NEV2是当前放电的可控汽车数量；dl是Ld中第l个汽车编号。Lc与Ld满足以下约束：Among them, NEV1 is the number of controllable cars currently charged;ck is the number of the k-th car in Lc ; NEV2 is the number of controllable cars currently discharged; dl is the number of the l-th car in Ld . Lc and Ld satisfy the following constraints:
提出基于响应优先级的电动汽车频率控制策略，具体如下：A frequency control strategy for electric vehicles based on response priority is proposed, as follows:
具体控制过程需分情况讨论：The specific control process needs to be discussed on a case-by-case basis:
1)DP<0：此时电网中发电总功率小于用电总功率，电动汽车总功率需下降，控制过程如图3所示。1) DP<0: At this time, the total power generated in the grid is less than the total power consumption, and the total power of electric vehicles needs to be reduced. The control process is shown in Figure 3.
如果
如果
其中，zm是Lidle.d中第m个汽车编号；NEV0是当前处于闲置状态的可控汽车数量，其数值实时变化。Among them, zm is the m-th car number in Lidle.d ; NEV0 is the number of controllable cars currently in idle state, and its value changes in real time.
最后将闲置状态的可控汽车按照Lidle.d中顺序依次切换至放电状态直到满足响应需求，切换至放电状态的电动汽车数量(Nidle,d)满足下式约束：Finally, the controllable cars in the idle state are sequentially switched to the discharge state according to the sequence in Lidle .d until the response demand is met, and the number of electric cars switched to the discharge state (Nidle,d ) satisfies the following constraints:
如果
2)DP>0：此时系统发电总功率高于用电总功，电动汽车总功率需上升，控制过程如图 4所示。2) DP>0: At this time, the total power generated by the system is higher than the total power consumption, and the total power of the electric vehicle needs to be increased. The control process is shown in Figure 4.
如果
如果
其中，en是Lidle.c中第n个汽车编号；NEV0的物理意义与式(10)中相同，但场景不同数值也不同。Among them, en is the nth car number in Lidle.c ; the physical meaning of NEV0 is the same as that in formula (10), but the values are different in different scenarios.
最后将闲置状态的可控汽车按照Lidle.c中顺序依次切换至充电状态直到满足响应需求，该过程中状态切换的电动汽车数量(Nidle,c)满足下式约束：Finally, the controllable cars in the idle state are sequentially switched to the charging state according to the sequence in Lidle.c until the response requirements are met. The number of electric cars (Nidle,c ) in the state switching in this process satisfies the following constraints:
如果
由具体控制过程可知，该频率控制策略考虑了单体电动汽车的响应容量，尽量避免汽车 SOC触及可控域的上下边界，频率控制策略的流程图如图5所示，图5中电动汽车都属于可控电动汽车。It can be seen from the specific control process that the frequency control strategy considers the response capacity of the single electric vehicle, and tries to avoid the vehicle SOC from touching the upper and lower boundaries of the controllable domain. The flow chart of the frequency control strategy is shown in Figure 5. It is a controllable electric vehicle.
最后应该说明的是，结合上述实施例仅说明本发明的技术方案而非对其限制。所属领域的普通技术人员应当理解到，本领域技术人员可以对本发明的具体实施方式进行修改或者等同替换，但这些修改或变更均在申请待批的权利要求保护范围之中。Finally, it should be noted that the technical solutions of the present invention are only described in conjunction with the above embodiments, but not limited thereto. Those skilled in the art should understand that those skilled in the art can modify or equivalently replace the specific embodiments of the present invention, but these modifications or changes are all within the protection scope of the pending claims.
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