Method for planning high-speed service area comprehensive energy system based on electric-hydrogen coupling

Abstract

The application provides a high-speed service area comprehensive energy system planning method based on electric hydrogen coupling, establishes a high-speed service area comprehensive energy system according to wind and light resources of the high-speed service area and user energy consumption characteristics; according to the established high-speed service area comprehensive energy system, energy conversion is carried out on each device in the system based on an energy concentrator method; a high-speed service area comprehensive energy system basic model is established; a high-speed service area comprehensive energy system energy supply and demand balance model is established; according to the high-speed service area comprehensive energy system basic model and the energy supply and demand balance model, the electric power, hydrogen power and unsupplied load content of the high-speed service area comprehensive energy system are taken as constraints, and the total cost of the high-speed service area comprehensive energy system is taken as an objective function, so that the high-speed service area comprehensive energy system is planned. The method can make full use of existing resources and greatly improve the energy utilization rate.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of electrical energy sources, and particularly relates to a high-speed service area integrated energy system planning method based on electric-hydrogen coupling. BACKGROUND

[0002] Under the severe challenges of the increasing shortage of traditional fossil fuels and the limited energy utilization efficiency, all countries in the world are actively seeking future-oriented energy solutions to make full use of existing resources and improve energy utilization. Among them, the integrated energy system (IES) has obvious advantages. It considers various energies comprehensively, realizes the conversion and complementation among multiple energies, and greatly improves the energy utilization rate. In addition, with the development of automobile industry technology, renewable energy vehicles (REV) have developed rapidly in recent years, and a large number of new energy vehicles have emerged on the market, including electric vehicles (EV), plug-in hybrid electric vehicles (PHEV), hydrogen fuel cell vehicles (FCV), etc. Under such background, the coupling between the transportation field and the energy field becomes closer, and the high-speed service area as an important energy supply station in the high-speed transportation network needs to bear the effective supply of various energies, and its reasonable planning is of great significance.

[0003] In the prior art, the energy planning of the high-speed service area only involves the planning method of the charging station, mainly aiming at the traffic situation and charging demand characteristics of the expressway, a planning model of the expressway charging station is constructed, the influence of the electric quantity distribution and the driving mileage of the electric vehicle is considered, the station site selection of the charging station is carried out with the maximum expected value of the number of electric vehicles charging in the charging station of the expressway as the target, and the number of charging machines of the charging station is optimized with the minimum sum of the service cost of the charging station and the waiting fee of the customer as the target. The high-speed service area direct current micro-grid construction scheme of the electric vehicle is established, which is composed of distributed power generation, energy storage device, electric vehicle charging device and conventional load, and is connected with the conventional power grid. The defects of the above prior art are that the existing high-speed service area construction mainly focuses on the basic supporting facilities, and rarely focuses on the problems of its own energy planning; mainly focuses on the construction of charging piles, and ignores the energy demand of hydrogen fuel cell vehicles; the planning method of the high-speed service area still stays on the functional planning of the infrastructure construction, including the planning of the parking lot, the store scale and the emergency equipment, and ignores the role of the key energy supply node, although some planning methods also consider the construction of charging piles, but still cannot fully utilize the energy according to the overall energy characteristics and the characteristics of the wind and light resources.

[0004] Therefore, a method is needed to comprehensively consider the basic characteristics of the source and load in different typical scenarios, and to unify the construction of charging piles and hydrogen filling machines in the high-speed service area comprehensive energy system planning method. SUMMARY

[0005] The present application provides a high-speed service area comprehensive energy system planning method based on electric-hydrogen coupling to solve the problems in the prior art.

[0006] In order to achieve the above purpose, the present application adopts the following technical scheme.

[0007] A high-speed service area comprehensive energy system planning method based on electric-hydrogen coupling, characterized in that it comprises:

[0008] S1, establishing a high-speed service area comprehensive energy system according to the wind and light resources and user energy characteristics of the high-speed service area;

[0009] S2, converting the energy of each device in the system based on the energy hub method according to the established high-speed service area comprehensive energy system;

[0010] S3, establishing a basic model of the high-speed service area comprehensive energy system;

[0011] S4, establishing an energy supply and demand balance model of the high-speed service area comprehensive energy system;

[0012] S5, according to the high-speed service area comprehensive energy system basic model and the energy supply and demand balance model, taking the electric power, hydrogen power and unsupplied load content of the high-speed service area comprehensive energy system as constraints, taking the total cost of the high-speed service area comprehensive energy system as the objective function, and planning the high-speed service area comprehensive energy system.

[0013] Preferably, the high-speed service area comprehensive energy system comprises an electric energy bus, a cold energy bus, a heat energy bus, a gas energy bus, a hydrogen energy bus and a traffic bus. On the energy supply side, photovoltaic and wind power provide clean energy for the high-speed service area comprehensive energy system, and additional hydrogen energy demand is purchased from the outside in addition to the hydrogen energy prepared by the high-speed service area itself. On the energy demand side, the load demand of the high-speed service area comprehensive energy system includes the energy demand of the vehicles entering the service area in addition to the electric, heat and cold energy of the service area itself, wherein the electric vehicle charging demand and the fuel cell vehicle hydrogen filling demand are realized by charging piles and hydrogen filling machines as interfaces respectively. The energy interaction in the high-speed service area comprehensive energy system is realized through energy conversion and storage equipment.

[0014] Preferably, the method based on the energy concentrator comprises:

[0015] The method based on the energy concentrator converts the output power matrix of each device in the high-speed service area comprehensive energy system into the input power matrix of each device, and further divides the heat power generated by the gas turbine into recoverable heat power and wasted heat power.

[0016] Preferably, the high-speed service area comprehensive energy system basic model comprises a storage model and a model of charging piles of electric vehicles and hydrogen filling piles of fuel cell vehicles involved in the traffic flow interface.

[0017] Preferably, the storage model is shown in the following formula (1)-(6):

[0018] For

[0019]

[0020]

[0021]

[0022]

[0023]

[0024]

[0025] wherein PSS is an electric storage device, TSS is a heat storage device, HSS is a hydrogen storage device, Es t, E s,ini , respectively represent the energy storage state of the energy storage device s at time t, time t-1, time t=1, and time t=T; P s chart, , P s dis ,t , respectively represent the charging and discharging power and charging and discharging efficiency of the energy storage system s per unit time; represents the initial soc of the energy storage system s, C s represents the configuration capacity of the energy storage system s; respectively represent the minimum charging ratio coefficient, the maximum charging ratio coefficient, the minimum discharging ratio coefficient, and the maximum discharging ratio coefficient of the energy storage system s; σ s is a binary variable used to ensure that the energy storage system can only charge or discharge at the same time; is used to represent the difference between P s char,t and P s dis,t .

[0026] Preferably, the models of the charging piles of electric vehicles and the hydrogen filling piles of fuel cell vehicles involved in the traffic flow interface are as shown in the following formulas (7)-(15):

[0027] For

[0028]

[0029] ρ' = λ EV E (8)

[0030]

[0031]

[0032]

[0033] For

[0034]

[0035]

[0036]

[0037]

[0038] wherein EV is an electric vehicle, and λEV denotes the average arrival rate of electric vehicles, μ EV denotes the service rate per hydrogen station per time unit, N CPEV denotes the number of configured charging stations or hydrogen stations, p EV denotes the average service intensity of electric vehicles; V denotes the variance of the general distribution G, E denotes the expectation of the general distribution G, W G denotes the average waiting time under the general distribution G; y EV denotes a certain expected electric vehicle service intensity; denotes the rated power of a charging station, denotes the number of electric vehicles per time unit, denotes the demand power per electric vehicle; FCV stands for fuel cell vehicle, l FCV denotes the average arrival rate of fuel cell vehicles, μ FCV denotes the service rate per hydrogen station per time unit, N CPFCV denotes the number of configured hydrogen stations, p FCV denotes the average service intensity of fuel cell vehicles; N CPFCV denotes the number of hydrogen stations, W M denotes the average waiting time under the negative exponential distribution M, y FCV denotes a certain expected fuel cell vehicle service intensity; denotes the rated power of a hydrogen station, denotes the number of fuel cell vehicles per time unit, denotes the demand power of a fuel cell vehicle.

[0039] Preferably, the models of charging stations for electric vehicles and hydrogen stations for fuel cell vehicles involved in the traffic flow interface apply the queuing theory models M / G / k and M / M / k to simulate the arrival rate and service time of electric vehicles and fuel cell vehicles.

[0040] Preferably, the energy supply and demand balance model includes the following level balance model (16), cold balance model (17), heat balance model (18), gas balance model (19) and hydrogen balance model (20)-(23):

[0041] Electricity balance:

[0042]

[0043] Cold balance:

[0044]

[0045] Heat balance:

[0046]

[0047] Gas balance:

[0048]

[0049] Hydrogen balance:

[0050]

[0051]

[0052]

[0053]

[0054] wherein, respectively represent the output electric power of the gas turbine, the output thermal power of the gas turbine, the output thermal power of the gas boiler, the output thermal power of the ground source heat pump, the output cold power of the absorption chiller, the output cold power of the electric chiller, the output hydrogen power of the electric hydrogen conversion device, the output gas power of the hydrogen conversion device, the output electric power of the fuel cell; and represent the output power of photovoltaic and wind power; respectively represent the basic electric load, the cold load and the thermal load of the high-speed service area; and respectively represent the power of the charging pile and the hydrogen filling pile; respectively represent the corresponding unsupplied load power; represents the hydrogen power output by the electric hydrogen conversion device to the hydrogen conversion device, represents the hydrogen power output to the hydrogen energy storage system, represents the hydrogen power output by the hydrogen energy storage system to the hydrogen conversion device, represents the external power purchase power, represents the external power selling power, represents the external hydrogen purchase power.

[0055] Preferably, under the constraints of the electric power, hydrogen power and unsupplied load content of the high-speed service area comprehensive energy system, the following is included:

[0056] For the external purchased electric and hydrogen power, upper and lower limit constraints are set, as shown in the following formulas (24)-(25):

[0057]

[0058]

[0059] wherein, and respectively represent the maximum value of the purchased electric power and the purchased hydrogen power, represents the external hydrogen purchase power, represents the external hydrogen purchase power;

[0060] The number of hydrogen purchases in a day is constrained as shown in the following formula (26)-(27):

[0061]

[0062]

[0063] wherein, is a binary variable;

[0064] The constraint of unsupplied load is as shown in the following formula (28):

[0065]

[0066] wherein, δ is an unsupplied proportion coefficient matrix, represents a load demand matrix;

[0067] The objective function is as shown in the following formula (29):

[0068] C total =C inv +C op +C un (29)

[0069] wherein, C total is the total cost of the objective function of the high-speed service area integrated energy system planning, C inv is the investment cost, C op is the operation cost, C un is the unsupplied load cost, wherein each part is composed as shown in the following formula (30)-(33):

[0070]

[0071]

[0072]

[0073]

[0074] wherein, M represents the total number of investment devices, C i represents the configuration capacity of device i, ξ i represents the unit investment cost of device i, a i represents the equal annual value coefficient of device i, r i represents the annual interest rate, y i represents the service life of device i; D represents the number of typical days, θ d represents the corresponding number of days in the typical day d, and respectively represent the electricity purchase and hydrogen purchase prices; ζ d represents the un-supplied load penalty coefficient matrix.

[0075] Preferably, the energy conversion and storage devices in the high-speed service area integrated energy system include a gas turbine, a gas boiler, a ground source heat pump, an absorption refrigerator, an electric refrigerator, an electric hydrogen conversion device, a hydrogen-gas conversion device, a fuel cell, and an electric energy storage device, a thermal energy storage device, and a hydrogen energy storage device. The minimum scheduling time of the device operation is 1h, and the scheduling period T is 24h.

[0076] As can be seen from the technical scheme provided by the high-speed service area integrated energy system planning method based on electric-hydrogen coupling of the present application, the present application establishes a high-speed service area integrated energy system according to the wind and light resources of the high-speed service area and the user energy consumption characteristics; according to the established high-speed service area integrated energy system, the energy conversion of each device in the system is carried out based on the energy concentrator; a basic model of the high-speed service area integrated energy system is established; an energy supply and demand balance model of the high-speed service area integrated energy system is established; according to the basic model and the energy supply and demand balance model of the high-speed service area integrated energy system, the electric power, the hydrogen power and the un-supplied load content of the high-speed service area integrated energy system are taken as constraints, and the total cost of the high-speed service area integrated energy system is taken as the objective function, the high-speed service area integrated energy system is planned, the different energy consumption characteristics of electric vehicles and fuel cell vehicles are fully considered, the existing wind and light resources are fully utilized, the micro-grid is expanded into a multi-energy complementary and mutual conversion integrated energy system, the construction of charging piles and hydrogen dispensers is considered uniformly, the electric vehicle and fuel cell vehicle driving-in characteristics and energy consumption are modeled according to actual data and using queuing theory, the existing resources are fully utilized, and the energy utilization rate is greatly improved.

[0077] Additional aspects and advantages of the application will be set forth in part in the description which follows, and in part will become apparent to those skilled in the art upon examination of the following and the accompanying drawings or can be learned by practice of the application. BRIEF DESCRIPTION OF DRAWINGS

[0078] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiment description. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without any creative effort on the basis of these drawings.

[0079] Figure 1 A high-speed service area integrated energy system planning method based on electric-hydrogen coupling provided by the embodiment of the present application is shown in the flowchart.

[0080] Figure 2A high-speed service area comprehensive energy system schematic diagram provided by the embodiment of the present application is shown in FIG. 1. DETAILED DESCRIPTION

[0081] Embodiments of the present application are described in detail below with reference to examples illustrated in the accompanying drawings, in which the same or similar components or components having the same or similar functions are denoted by the same or similar reference numerals throughout. The embodiments described below by reference to the accompanying drawings are exemplary and are intended only for explanation of the present application, and cannot be interpreted as limiting the present application.

[0082] Those skilled in the art can understand that, unless specifically stated otherwise, the singular forms "a", "an" and "the" used herein also include the plural forms. It should be further understood that the phrase "comprising" used in the specification of the present application means that the features, integers, steps, operations, elements and / or components are present, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or groups thereof.

[0083] Those skilled in the art can understand that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as that generally understood by those skilled in the art to which the present application belongs. It should also be understood that terms such as those defined in a general dictionary should be understood to have meanings consistent with those in the context of the prior art, and should not be interpreted in an idealized or overly formal sense unless otherwise defined.

[0084] For the convenience of understanding the embodiments of the present application, further explanation and description will be made below with reference to specific examples in conjunction with the accompanying drawings, and the embodiments do not constitute a limitation on the embodiments of the present application.

[0085] Embodiments

[0086] The embodiment of the present application provides a high-speed service area comprehensive energy system planning method based on electric-hydrogen coupling. The flow of the method is shown in FIG. 1, which includes the following processing steps: Figure 1

[0087] S1: According to the wind and light resources of the high-speed service area and the user energy consumption characteristics, a high-speed service area comprehensive energy system is established.

[0088] Figure 2 A high-speed service area comprehensive energy system schematic diagram of the present embodiment is shown in FIG. 1. Figure 2 ​The system is composed of six main parts, including: electric energy bus, cold energy bus, heat energy bus, gas energy bus, hydrogen energy bus and traffic bus. At the energy supply side, photovoltaic (PV) and wind power (WP) provide clean energy for the comprehensive energy system of the high-speed service area, thereby reducing the demand for external power grids. At the same time, in addition to the hydrogen energy prepared by the high-speed service area itself, additional hydrogen energy demand is purchased from the outside, specifically from the outside hydrogen energy market, and transported to the service area through highways; at the energy demand side, the load demand of the comprehensive energy system of the high-speed service area includes the energy demand of the vehicles entering the service area in addition to the electric, heat and cold energy demand of the service area itself, among which the electric vehicle charging demand and the fuel cell vehicle hydrogen filling demand are realized by charging piles and hydrogen filling machines as interfaces; the energy interaction within the comprehensive energy system of the high-speed service area is realized through energy conversion and storage equipment.

[0089] The energy conversion and storage equipment in the comprehensive energy system of the high-speed service area includes gas turbine (GT), gas boiler (GB), heat pump (HP), absorbed chiller (AC), electric chiller (EC), power-to-hydrogen (P2H), hydrogen-to-gas (H2G), fuel cell (FC), and corresponding energy storage devices power storage system (PSS), thermal storage system (TSS), and hydrogen storage system (HSS). Among them, the minimum scheduling time of equipment operation is 1h, and the scheduling period T=24h,

[0090] S2, according to the established comprehensive energy system of the high-speed service area, converts the energy of each device in the system based on the energy hub method.

[0091] The energy conversion of each device in the system based on the energy hub method includes:

[0092] The output power matrix of each device in the comprehensive energy system of the high-speed service area is converted into the input power matrix of each device by the energy hub method as shown in the following formula (1):

[0093]

[0094] Among them, P T is the output power matrix of each device, C is the energy efficiency conversion coefficient diagonal matrix of each device, is the input power matrix of each device, respectively represent the output electric power of the gas turbine, the output thermal power of the gas turbine, the output thermal power of the gas boiler, the output thermal power of the ground source heat pump, the output cold power of the absorption chiller, the output cold power of the electric chiller, the output hydrogen power of the electric hydrogen converter, the output gas power of the hydrogen gas converter, and the output electric power of the fuel cell; η GT , η αGT , η GB , η HP , η AC , η EC , η P2H , η H2G , η FC respectively represent the electric conversion efficiency of the gas turbine, the thermal conversion efficiency of the gas turbine, the thermal conversion efficiency of the gas boiler, the thermal conversion efficiency of the ground source heat pump, the cold conversion efficiency of the absorption chiller, the cold conversion efficiency of the electric chiller, the hydrogen conversion efficiency of the electric hydrogen converter, the gas conversion efficiency of the hydrogen gas converter, and the electric conversion efficiency of the fuel cell; respectively represent the input gas power of the gas turbine, the input gas power of the gas boiler, the input electric power of the ground source heat pump, the input thermal power of the absorption chiller, the input electric power of the electric chiller, the input electric power of the electric hydrogen converter, the input hydrogen power of the hydrogen gas converter, and the input hydrogen power of the fuel cell.

[0095] For the thermal power generated by the gas turbine, the thermal power generated by the gas turbine is further divided into recoverable thermal power and wasted thermal power

[0096]

[0097]

[0098] wherein, η βGT is the maximum waste ratio of thermal power.

[0099] S3 establishes a basic model of the comprehensive energy system of the service area.

[0100] The basic model of the comprehensive energy system of the service area includes the model of the charging pile of the electric vehicle and the hydrogen filling pile of the fuel cell vehicle involved in the energy storage model and the traffic flow interface, and is specifically as follows:

[0101] The energy storage model is shown in the following formulas (4)-(9):

[0102] For

[0103]

[0104]

[0105]

[0106]

[0107]

[0108]

[0109] wherein, respectively represent the energy storage state of the energy storage device s at time t, time t-1, time t=1, and time t=T; P s char,t , P s dis,t , respectively represent the charging and discharging power and charging and discharging efficiency of the energy storage system s per unit time; represents the initial soc of the energy storage system s, C s represents the configuration capacity of the energy storage system s; respectively represent the minimum charging ratio coefficient, the maximum charging ratio coefficient, the minimum discharging ratio coefficient, and the maximum discharging ratio coefficient of the energy storage system s; σ s is a binary variable used to ensure that the energy storage system can only realize charging or discharging at the same time; is used to represent P s char,t and the difference between P s dis,t .

[0110] The models of the charging piles of electric vehicles and the hydrogen filling piles of fuel cell vehicles involved in the traffic flow interface are as shown in the following formulas (10)-(18):

[0111] For

[0112]

[0113] ρ' = λ EV E(11)

[0114]

[0115]

[0116]

[0117] For

[0118]

[0119]

[0120]

[0121]

[0122] where EV denotes an electric vehicle, λ EV denotes the average arrival rate of electric vehicles, μ EV denotes the service rate per hydrogen dispenser per unit of time, N CPEV denotes the number of configured hydrogen dispensers, ρ EV denotes the average service intensity of electric vehicles; V denotes the variance of the general distribution G, E denotes the expectation of the general distribution G, W G denotes the average waiting time under the general distribution G; ψ EV denotes a certain expected electric vehicle service intensity; denotes the rated power of the hydrogen dispenser, denotes the number of electric vehicles per unit of time, denotes the demand power per electric vehicle; FCV denotes a fuel cell vehicle, λ FCV denotes the average arrival rate of fuel cell vehicles, μ FCV denotes the service rate per hydrogen dispenser per unit of time, N CPFCV denotes the number of configured hydrogen dispensers, ρ FCV denotes the average service intensity of fuel cell vehicles; N CPFCV denotes the number of hydrogen dispensers, W M denotes the average waiting time under the negative exponential distribution M, ψ FCV denotes a certain expected fuel cell vehicle service intensity; denotes the rated power of the hydrogen dispenser, denotes the number of fuel cell vehicles per unit of time, denotes the demand power of the fuel cell vehicle.

[0123] The models of the charging dispensers for electric vehicles and the hydrogen dispensers for fuel cell vehicles involved in the traffic flow interface apply the queuing theory models of M / G / k and M / M / k to simulate the arrival rate and service time of electric vehicles and fuel cell vehicles.

[0124] S4 establishes an energy supply and demand balance model of the comprehensive energy system of the service area.

[0125] The energy supply and demand balance model includes the following energy balance model (19), cold balance model (20), heat balance model (21), gas balance model (22), and hydrogen balance model (23)-(26):

[0126] Electric balance:

[0127]

[0128] Cold balance:

[0129]

[0130] Heat balance:

[0131]

[0132] Gas balance:

[0133]

[0134] Hydrogen balance:

[0135]

[0136]

[0137]

[0138]

[0139] wherein, and represent the output power of photovoltaic and wind power; respectively represent the basic electrical load, cold load and heat load of the high-speed service area, and respectively represent the power of the charging pile and the hydrogen filling pile, respectively represent the corresponding unsupplied load power; represents the hydrogen power output by the electric-to-hydrogen device into the hydrogen-to-gas device, represents the hydrogen power output into the hydrogen energy storage system, represents the hydrogen power output by the hydrogen energy storage system into the hydrogen-to-gas device, represents the external electricity purchase power, represents the external electricity selling power, represents the external hydrogen purchase power.

[0140] S5, according to the basic model of the high-speed service area comprehensive energy system and the energy supply and demand balance model, taking the electric power, hydrogen power and unsupplied load content of the high-speed service area comprehensive energy system as constraints, and taking the total cost of the high-speed service area comprehensive energy system as the objective function, plans the high-speed service area comprehensive energy system.

[0141] Taking the electric power, hydrogen power and unsupplied load content of the high-speed service area comprehensive energy system as constraints, including:

[0142] For the external purchase of electricity, hydrogen power, set its upper and lower constraints, as shown in the following formula (27)-(28):

[0143]

[0144]

[0145] wherein, and respectively represent the maximum value of the purchase of electricity and hydrogen power.

[0146] Unlike the real-time nature of electricity purchase, hydrogen purchase is achieved in the form of transportation from the outside world, so it is necessary to set a constraint on the number of hydrogen purchases in a day as shown in the following formula (29)-(30):

[0147]

[0148]

[0149] wherein, is a binary variable.

[0150] The constraint on the unsupplied load is as follows:

[0151]

[0152] wherein, δ is the unsupplied proportion coefficient matrix, represents the load demand matrix.

[0153] The objective function is shown in the following formula (32):

[0154] C total =C inv +C op +C un (32)

[0155] wherein, C total is the total cost of the objective function of the high-speed service area integrated energy system planning, C inv is the investment cost, C op is the operating cost, C un is the unsupplied load cost, wherein each part is composed as shown in the following formula (30)-(33):

[0156]

[0157]

[0158]

[0159]

[0160] wherein M represents the total number of investment devices, C i represents the configuration capacity of device i, ξ i represents the unit investment cost of device i, a i represents the equivalent annual factor of device i, r i represents the annual interest rate, y i represents the service life of device i; D represents the number of typical days, θ d represents the corresponding number of days on typical day d, and respectively represent the electricity purchase price and the hydrogen purchase price; ζ d represents the penalty coefficient matrix of un-supplied load.

[0161] Those skilled in the art should understand that the application types of the above input boxes are only examples, and other existing or future application types of input boxes can also be applicable to the embodiments of the present application and should be included in the protection scope of the present application.

[0162] Those skilled in the art should understand that, Figure 2 The number of each type of element shown for the sake of simplicity can be less than the number in an actual system, but such omission is undoubtedly premised on not affecting the clear and full disclosure of the embodiments of the present application.

[0163] Those skilled in the art should understand that the above-mentioned embodiments are only for better illustrating the technical solutions of the embodiments of the present application, and not a limitation on the embodiments of the present application. According to the wind and light resources of different service areas and the energy use characteristics of users, different integrated energy architectures can be set to complete the planning, so the use of different elements and the adoption of the method are included in the scope of the embodiments of the present application.

[0164] In summary, the embodiment of the present application establishes a comprehensive energy system of the highway service area according to the wind and light resources of the high-speed service area and the energy use characteristics of the user; according to the established comprehensive energy system of the highway service area, the method based on the energy concentrator is used to convert the energy of each device in the system; the basic model of the comprehensive energy system of the highway service area is established; the energy supply and demand balance model of the comprehensive energy system of the highway service area is established; according to the basic model and the energy supply and demand balance model of the comprehensive energy system of the highway service area, the electric power, the hydrogen power and the unsupplied load content of the comprehensive energy system of the highway service area are taken as constraints, and the total cost of the comprehensive energy system of the highway service area is taken as the objective function, the comprehensive energy system of the highway service area is planned, the different energy use characteristics of the electric vehicle and the fuel cell vehicle are fully considered, the existing wind and light resources are fully utilized, the micro-grid is expanded into a comprehensive energy system with multiple energy complementation and mutual conversion, the construction of the charging pile and the hydrogen filling machine is considered uniformly, the electric vehicle and the fuel cell vehicle entering characteristics and energy use are modeled according to the actual data and the queuing theory, the existing resources are fully utilized, the energy self-sufficiency rate is as high as 88.1%, and the energy utilization efficiency is greatly improved.

[0165] From the above description of the embodiments, those skilled in the art can clearly understand that the present application can be implemented by means of software and the necessary general hardware platform. Based on this understanding, the technical solutions of the present application can be embodied in the form of a software product, which can be stored in a storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, etc., and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the method described in the various embodiments or some parts of the embodiments of the present application.

[0166] The above description is only a preferred embodiment of the present application, but the protection scope of the present application is not limited thereto, any changes or replacements within the technical scope disclosed in the present application can be easily thought by those skilled in the art, which should be covered in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A planning method for a comprehensive energy system in a high-speed service area based on electro-hydrogen coupling, characterized in that, include: S1 establishes an integrated energy system for highway service areas based on the wind and solar resources and the energy consumption characteristics of users in the service areas; S2 uses an energy hub to convert energy for each device in the established high-speed service area integrated energy system. S3 establishes a basic model of the integrated energy system for highway service areas; The basic model of the integrated energy system for the high-speed service area includes an energy storage model and models of charging piles for electric vehicles and hydrogen refueling piles for fuel cell vehicles involved in the traffic flow interface. The energy storage model is shown in equations (1)-(6) below: for Among them, PSS stands for electrical energy storage device, TSS for thermal energy storage device, and HSS for hydrogen energy storage device. E s,ini , These represent the energy storage states of energy storage device s at time t, time t-1, time t=1, and time t=T, respectively. These represent the charging and discharging power and charging and discharging efficiency of the energy storage system s per unit time, respectively. Let C represent the initial state of the energy storage system s. s This indicates the configured capacity of the energy storage system s; Let σ represent the minimum charge ratio, maximum charge ratio, minimum discharge ratio, and maximum discharge ratio of the energy storage system s, respectively; s It is a binary variable used to ensure that the energy storage system can only charge or release energy at any given time; Used to represent and difference; The models of electric vehicle charging stations and fuel cell vehicle hydrogen refueling stations involved in the traffic flow interface are shown in equations (7)-(15) below: for p'=λ EV E(8) for EV stands for electric vehicle, and λ EV μ represents the average arrival rate of electric vehicles. EV N represents the service rate per unit time of a charging pile within a service area. CPEV This indicates the number of charging stations or hydrogen refueling stations configured, ρ EV Let G represent the average service intensity of electric vehicles; V represent the variance of the general distribution G; E represent the expected value of the general distribution G; and W represent the expected value of the general distribution G. G ψ represents the average waiting time under the general distribution G; EV This indicates a specific expected intensity of electric vehicle service. This indicates the rated power of the charging station. This indicates the number of electric vehicles per unit of time. This represents the power demand per unit of electric vehicle; FCV stands for fuel cell vehicle, λ FCV μ represents the average arrival rate of fuel cell vehicles. FCV N represents the service rate per unit time of a hydrogen refueling station in a service area. CPFCV Indicates the number of hydrogen refueling units configured, ρ FCV N represents the average service intensity of fuel cell vehicles. CPFCV W represents the number of hydrogen refueling machines. M Let ψ represent the average waiting time under a negative exponential distribution M. FCV This indicates a specific expected service intensity for fuel cell vehicles. This indicates the rated power of the hydrogen refueling machine. This indicates the number of fuel cell vehicles per unit of time. This indicates the power requirement of a fuel cell vehicle; S4 establishes an energy supply and demand balance model for the integrated energy system of highway service areas; S5 plans the integrated energy system of the highway service area based on the basic model of the integrated energy system of the highway service area and the energy supply and demand balance model, with the electric power, hydrogen power and unsupplied load content of the integrated energy system of the highway service area as constraints and the minimum total cost of the integrated energy system of the highway service area as the objective function.

2. The method according to claim 1, characterized in that, The aforementioned integrated energy system for highway service areas includes: an electrical bus, a cooling bus, a heating bus, a gas bus, a hydrogen bus, and a traffic bus. On the energy supply side, photovoltaic and wind power provide clean energy for the integrated energy system. In addition to the hydrogen produced by the service area itself, any additional hydrogen demand is purchased from external sources. On the energy demand side, the load demand of the integrated energy system includes not only the electricity, heat, and cooling needs of the service area itself, but also the energy needs of vehicles entering the service area. The charging needs of electric vehicles and the hydrogen refueling needs of fuel cell vehicles are respectively achieved through charging piles and hydrogen refueling machines. Energy interaction within the integrated energy system is achieved through energy conversion and storage equipment.

3. The method according to claim 1, characterized in that, The aforementioned energy hub-based method for energy conversion of various devices in the system includes: The energy hub-based method converts the output power matrix of each device in the integrated energy system of the high-speed service area into the input power matrix of each device, and further divides the heat power generated by the gas turbine into recoverable heat power and wasted heat power.

4. The method according to claim 1, characterized in that, The models of electric vehicle charging stations and fuel cell vehicle hydrogen refueling stations involved in the traffic flow interface are simulated using the M / G / k and M / M / k queuing theory models to simulate the arrival rate and service time of electric vehicles and fuel cell vehicles.

5. The method according to claim 1, characterized in that, The energy supply and demand balance models include the following: electricity balance model (16), cold balance model (17), heat balance model (18), gas balance model (19), and hydrogen balance model (20)-(23): Electrical balance: Cold balance: Thermal equilibrium: Gas balance: Hydrogen balance: in, These represent the output electrical power of a gas turbine, the output thermal power of a gas turbine, the output thermal power of a gas boiler, the output thermal power of a ground source heat pump, the output cooling power of an absorption chiller, the output cooling power of an electric chiller, the output hydrogen power of an electro-hydrogen converter, the output gas power of a hydrogen-to-gas converter, and the output electrical power of a fuel cell, respectively. and This indicates the output power of photovoltaic and wind power; These represent the basic electrical load, cooling load, and heating load of the highway service area, respectively. and These represent the power outputs of the charging station and the hydrogen refueling station, respectively. These represent the corresponding unsupplied load power; This indicates the hydrogen output power from the electro-hydrogen converter to the hydrogen-to-gas converter. This represents the hydrogen power output to the hydrogen energy storage system. This indicates the hydrogen power output from the hydrogen storage system to the hydrogen-to-gas conversion unit. Indicates the amount of electricity purchased from external sources. This indicates the amount of electricity sold to the outside world. This indicates the capacity for purchasing hydrogen from external sources.

6. The method according to claim 5, characterized in that, The constraints, including the electrical power, hydrogen power, and unsupplied load of the integrated energy system in the highway service area, include: For the electricity and hydrogen power purchased from external sources, upper and lower limits are set as shown in equations (24)-(25): in, and These represent the maximum values ​​of electricity purchase capacity and hydrogen purchase capacity, respectively. Indicates the amount of electricity purchased from external sources. This indicates the capacity for purchasing hydrogen from external sources; The number of hydrogen purchases per day is constrained by the following equations (26)-(27): in, It is a binary variable; The constraint on the unsupplied load is as follows (28): Where δ is the unsupplied proportion coefficient matrix. Represents the load demand matrix; The objective function is shown in equation (29) below: C total =C inv +C op +C un (29) Among them, C total The objective function for the integrated energy system planning of the highway service area is the total cost, C. inv For investment costs, C op For operating costs, C un The cost of unsupplied load is represented by the following formulas (30)-(33): Where M represents the total number of equipment invested and constructed, and C i ξ represents the configuration capacity of device i. i a represents the unit construction cost of equipment i. i r represents the annual value coefficient of device i. i y represents the annual interest rate. i θ represents the lifespan of device i; D represents the number of typical days; θ d This indicates the number of days corresponding to a typical day d. and These represent the prices for purchasing electricity and hydrogen, respectively; ζ d This represents the matrix of penalty coefficients for unsupplied load.

7. The method according to claim 1, characterized in that, The energy conversion and storage equipment in the integrated energy system of the high-speed service area includes gas turbines, gas boilers, ground source heat pumps, absorption chillers, electric chillers, electric-to-hydrogen devices, hydrogen-to-gas devices, fuel cells, as well as electric energy storage devices, thermal energy storage devices, and hydrogen energy storage devices. The minimum scheduling time for equipment operation is 1 hour, and the scheduling cycle is T = 24 hours.

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