Electricity-hydrogen integrated station safe operation method considering temperature change of hydrogen tank

Abstract

The invention provides an electricity-hydrogen integrated station safe operation method considering temperature change of a hydrogen tank, which comprises the following steps: S1, performing Monte Carlo simulation on a probability density function of arrival time of a provided service vehicle to obtain a load curve of an electricity-hydrogen integrated station; s2, establishing a mathematical programming model of each component in the electricity-hydrogen integrated station; s3, inputting the parameters of each part into the model, and performing first relaxation solution by using business software gurobi; s4, according to the temperature change condition of the solving result, adding net speed and constraint to the model; s5, solving the model added with the constraint again; s6, judging whether the temperature is in a safe range or not, returning to the step S4 if the temperature is not in the safe range, and entering the step 7 if the temperature is in the safe range or reaches the maximum number of iterations; and S7, obtaining a scheduling scheme for safe operation of the hydrogen storage tank of the electricity-hydrogen integrated station. According to the method, the temperature change in the hydrogen tank charging and discharging process is considered, and a practical and feasible scheduling scheme with less loss of benefits is obtained.

Description

Technical Field

[0001] The invention relates to hydrogen energy technology, and in particular to a safe operation method of an electric-hydrogen integrated station taking into account temperature changes of hydrogen tanks. Background Art

[0002] With the increasing use of fossil fuels and rising carbon dioxide emissions, global concerns about environmental climate change are rapidly intensifying. As a new type of secondary energy carrier, green hydrogen has the advantages of zero carbon emissions and high energy density, and can be used for decarbonization in industries such as electricity, chemical, metallurgy and transportation. Therefore, one of the strategies to mitigate climate change is to use excess renewable energy to produce green hydrogen. With the continuous advancement and application of hydrogen energy technology, the electric hydrogen integrated station has become an important clean energy facility and is widely used in the hydrogenation and charging process of hydrogen fuel cell vehicles and electric vehicles. The electric hydrogen integrated station produces hydrogen by electrolyzing water, and compresses and stores the hydrogen to provide fuel for hydrogen fuel cell vehicles. With the rapid development of the hydrogen energy industry, the construction and application of electric hydrogen integrated stations are gradually increasing.

[0003] However, the current electric-hydrogen integrated station does not fully consider the temperature changes during the charging and discharging of hydrogen tanks in its design and operation. The hydrogen tank will generate heat during the filling and discharging process, causing the tank temperature to rise, which may affect the stability and safety of the hydrogen tank. If the temperature is too high, it may cause safety hazards such as overheating and excessive pressure of the hydrogen tank, and even cause serious consequences such as explosion. Therefore, in order to ensure the safe operation of the electric-hydrogen integrated station, it is necessary to strengthen the research and monitoring of temperature changes during the charging and discharging of hydrogen tanks. Improve the safety and reliability of the electric-hydrogen integrated station. In the design and operation of future electric-hydrogen integrated stations, more attention should be paid to the impact of hydrogen tank temperature changes on safety, so as to comprehensively improve the safety level of the electric-hydrogen integrated station.

[0004] At present, most of the methods for optimizing the dispatching of the electric-hydrogen integrated station are to mathematically model the operating characteristics of the electric-hydrogen integrated station and convert its operating characteristics and constraints into a mathematical model. Then, by using piecewise linearization or duality theory and KKT condition processing, the established mathematical model is converted into a convex optimization problem such as linear optimization and second-order cone optimization, and the dispatching plan of the electric-hydrogen integrated station is obtained with economic maximization as the objective function.

[0005] However, according to the Regulations on the Safety Management of Hazardous Chemicals, hydrogen is classified as a hazardous chemical due to its flammable and explosive properties. Therefore, in the process of scheduling optimization of the hydrogen-electricity integrated station, it is necessary to verify the feasibility of the obtained scheduling plan from the perspective of safety. Since the temperature of the hydrogen tank will change greatly during the rapid filling and degassing process, the scheduling plan obtained by only considering the optimal economic performance is often difficult to help in the actual scheduling plan of the hydrogen-electricity integrated station. Summary of the invention

[0006] The purpose of the present invention is to propose a safe operation method for an electric-hydrogen integrated station taking into account the temperature changes of the hydrogen tank. Taking into account the temperature changes during the filling and discharging process of the hydrogen tank, the hydrogen tank temperature is indirectly constrained through a hydrogen tank filling and discharging speed correction iterative algorithm, and a practical and feasible scheduling plan with less loss of benefits is obtained.

[0007] To achieve the above object, the technical solution of the present invention is: a safe operation method of an electric hydrogen integrated station considering the temperature change of the hydrogen tank, comprising the following steps:

[0008] S1. The load curve of the electric-hydrogen integrated station is obtained by performing Monte Carlo simulation on the probability density function of the arrival time of the vehicles being served;

[0009] S2. Establish mathematical programming models for various components within the electric-hydrogen integrated station;

[0010] S3, input the parameters of each part into the model, and use the commercial software gurobi to perform the first relaxation solution;

[0011] S4. Add net velocity and constraints to the model according to the temperature change of the solution results;

[0012] S5, solving the model after adding constraints again;

[0013] S6, determine whether the temperature is within the safe range, if not, return to step S4, if within the safe range or the maximum number of iterations is reached, proceed to S7;

[0014] S7. Obtain a dispatching plan for the safe operation of hydrogen storage tanks at the electric-hydrogen integrated station.

[0015] Preferably, the mathematical programming model for establishing various components inside the electric-hydrogen integrated station includes an electrolyzer model, a long-tube trailer hydrogen transportation model, a hydrogen storage tank model, a fuel cell model, a cooling and filling gun, and a compressor model.

[0016] Preferably, the electrolytic cell model is specifically:

[0017]

[0018] In the formula, is the power of the electrolytic cell at time t, It is the 0-1 variable for starting and stopping the electrolyzer, P e,max is the maximum power of the electrolyzer, ΔP e is the maximum power change per unit time, is the amount of hydrogen produced by the electrolyzer per unit time, is the lower calorific value of hydrogen, represents the efficiency of the electrolytic cell, Δt represents the unit time, is to prevent frequent starting and stopping of intermediate variables, T e,stamin Indicates the minimum stop time of the electrolytic cell, T e,stomin Indicates the minimum start-up time of the electrolyzer, Indicates the 0-1 variable that controls the start and stop of the electrolytic cell;

[0019] The long tube trailer hydrogen transportation model is specifically as follows:

[0020]

[0021] Formula (1.2) is the constraint on the hydrogen unloading speed, hydrogen loading speed and hydrogen filling speed. They are the control variables used to control the loading, unloading and inflation of the long tube trailer itself. are the speeds of loading, unloading and inflation, V ttl,max 、V ttu,max 、V ttc,max are the maximum values ​​of the speeds for loading, unloading and inflation respectively;

[0022]

[0023] Represents the hydrogen loaded and the hydrogen filled, M ttc,min 、M ttc,max are the maximum and minimum values ​​of the hydrogen filled, M ttl,max 、M ttl,min are the maximum and minimum values ​​of the loaded hydrogen respectively;

[0024]

[0025] Formula (1.4) is the loading time constraint, T ttl is the length of loading time, which is determined by the speed of the tube trailer and the distance from the chemical plant to the electric hydrogen station; is an intermediate variable;

[0026] The hydrogen storage tank model is specifically:

[0027]

[0028] M tank,min 、M tank,max is the maximum and minimum mass that a hydrogen tank can hold, is the mass of hydrogen in the hydrogen storage tank at time t, V tank,max The maximum speed at which hydrogen is released or filled into the hydrogen storage tank. The speed of releasing or filling hydrogen into the hydrogen storage tank at time t;

[0029] The fuel cell model is specifically:

[0030]

[0031] is the power generated by the fuel cell at time t, η fc is the fuel cell efficiency, P fc,max is the maximum power of the fuel cell, ΔP fc is the maximum climbing power of the fuel cell, is its 0-1 control variable;

[0032] The cooling filling gun and compressor model are specifically:

[0033]

[0034] is the power of the compressor, P ref , P atm are the reference pressure and atmospheric pressure, ΔE cool The power required for unit cooling, is the mass of hydrogen added at time t, is the mass of hydrogen that the hydrogen transport vehicle inputs into the hydrogen storage tank at time t, P op is the operating pressure of the hydrogen tank, It is the power required for pre-cooling of hydrogen filling.

[0035] Preferably, the hydrogen energy balance equation between the mathematical planning models of the various components within the electric hydrogen integrated station is as follows:

[0036]

[0037] is the mass of hydrogen produced by the electrolyzer at time t, is the speed at which the jth hydrogen transport vehicle inputs hydrogen into the hydrogen storage tank at time t, N tt is the number of hydrogen transport vehicles, is the hydrogen filling rate of the kth fuel cell electric bus FCEB at time t, N FCEB is the total number of fuel cell electric buses, is the speed of releasing or filling hydrogen into the hydrogen storage tank at time t, is the speed of filling the jth hydrogen truck at time t, is the hydrogen filling rate of the mth fuel cell vehicle FCV at time t, N FCV is the total number of fuel cell vehicles, is the amount of hydrogen consumed by the fuel cell at time t.

[0038] Preferably, the electric energy balance equation between the mathematical planning models of the various components inside the electric-hydrogen integrated station is as follows:

[0039]

[0040] P t BEV,l is the charging power of the lth battery electric vehicle at time t, N BEV is the total number of battery electric vehicles, P t EB,s The charging power of the sth battery electric bus at time t, N EB is the total number of battery electric buses, is the photovoltaic power generation power at time t, is the power purchased from the grid at time t;

[0041] Where P t BEV,l The constraint conditions are:

[0042] P t BEV,l ≤U t BEV,l P t BEV,l,max

[0043]

[0044] Where U t BEV,l is a 0-1 control variable, P t BEV,l,max is the maximum power of the lth BEV at time t.

[0045] Preferably, the steps S4-S6 are specifically:

[0046] Step a, let time i=1; obtain the hydrogen mass in the hydrogen storage tank and the speed of releasing or filling hydrogen into the hydrogen storage tank at N times obtained by solving the electric hydrogen integrated station model;

[0047] Step b: According to the hydrogen mass in the hydrogen storage tank at time i and the speed of releasing or filling hydrogen into the hydrogen storage tank at time i As well as the hydrogen storage tank temperature at the previous moment, calculate the hydrogen storage tank temperature T at moment i i ;

[0048] Step c: Determine T i Is it satisfied? in, are respectively the maximum and minimum values ​​of the preset hydrogen storage tank temperature at time i; if they are satisfied, execute step d, otherwise execute step e;

[0049] Step d, determine whether i satisfies i≤N; if so, set i=i+1 and return to step b; otherwise, end the current process and enter S7;

[0050] Step e: Add net speed and constraints to the electric hydrogen integrated station model, and then determine whether the current iteration number q satisfies q≤Tter max , where Tter max is the maximum number of iterations, and the initial value of the current number of iterations q is 1; if it is satisfied, execute step f, otherwise end the current process and enter S7;

[0051] Step f, let q=q+1, solve the electric-hydrogen integrated station model again after adding constraints, and return to step a.

[0052] Preferably, the calculation of the hydrogen storage tank temperature T at time i i Specifically:

[0053]

[0054] In the formula, α and τ are both intermediate variables; T i-1 is the temperature of the hydrogen storage tank at time i-1. When i=1, T0 is the initial temperature; T I / o is the hydrogen charging and discharging temperature; T a is the ambient temperature; β is the intermediate constant; is the net hydrogen charging and discharging speed, which is used to substitute the hydrogen release or filling speed of the hydrogen storage tank at time i is the mass of hydrogen, which is used to substitute the mass of hydrogen in the hydrogen storage tank at time i a in is the heat transfer coefficient between the inner wall of the hydrogen tank and the hydrogen, A in is the heat exchange area of ​​the inner wall of the hydrogen tank; c v is the constant volume specific heat, c p is the specific heat at constant pressure.

[0055] Preferably, the net speed and constraints added to the electric-hydrogen integrated station model are specifically:

[0056] like Then add constraints: The sum of the speeds of hydrogen released or flowing into the hydrogen tank at all times before the next iteration i is limited to be greater than the sum of the sum of the speeds of hydrogen released or flowing into the hydrogen tank at all times before the current iteration i and the step length Δv;

[0057] like Then add constraints: The sum of the speeds of hydrogen released or flowing into the hydrogen tank at all times before the next iteration i is limited to be smaller than the difference between the sum of the speeds of hydrogen released or flowing into the hydrogen tank at all times before the current iteration i and the step size Δv.

[0058] Preferably, the objective function is to minimize the total operating cost C of the EHRS on a daily time scale, which is determined by the electricity cost C E , Hydrogen cost and labor cost C lab It consists of three parts:

[0059]

[0060] Preferably, the electricity cost C E , Hydrogen cost and labor cost C lab The calculation is specifically

[0061] C E =C grid -p EV (4.2)

[0062]

[0063]

[0064] In the formula, C grid Electricity costs for purchasing electrolyzers and charging vehicles for EHRS, p EV Profits from charging services for electric vehicles; C Hpri is the cost of purchasing hydrogen from the chemical plant, p FCV Profits from charging service for FCV; is the total number of charging times of FCEBs and EBs at night, t starts from a specific time point at night, β' is the cost coefficient of charging activity, C tt-lab is the labor cost of the tube trailer, C night-lab is the labor cost of nighttime charging activities; gird ,λ EV , λ FCV They are the price of purchasing electricity from the power grid, the price of EV charging, the price of purchasing hydrogen from hydrogen production stations, and the price of FCV hydrogen refueling.

[0065] Compared with the prior art, the present invention has the following beneficial effects:

[0066] The present invention takes into account the potential safety hazards caused by the temperature changes during the filling and discharging process of the hydrogen tank in the scheduling scheme, and calculates the temperature of the filling and discharging process by establishing a thermodynamic zone one model of the hydrogen tank; uses an iterative method to sum the filling and discharging speeds at the previous t moments to calculate the net speed, and constrains the speed sum to indirectly constrain the temperature of the hydrogen tank; thereby obtaining a more practical and feasible scheduling scheme with less loss of benefits, and effectively improving the safety of the operation of the electric-hydrogen integrated station. BRIEF DESCRIPTION OF THE DRAWINGS

[0067] Figure 1Iteratively adding constraint flow charts to the present invention;

[0068] Figure 2 It is a diagram of the station status of the FCEB and EB timetables in one embodiment of the present invention;

[0069] Figure 3 The temperature variation curve of the hydrogen tank was not considered in the optimization process;

[0070] Figure 4 The hydrogen temperature profile is taken into account for the optimization process. DETAILED DESCRIPTION

[0071] The following is combined with Figure 1-4 , the technical solution of the present invention is specifically described.

[0072] The present invention proposes a safe operation method of an electric hydrogen integrated station taking into account the temperature change of the hydrogen tank, which specifically includes the following steps:

[0073] S1. The load curve of the electric-hydrogen integrated station is obtained by performing Monte Carlo simulation on the probability density function of the arrival time of the vehicles being served;

[0074] S2. Establish mathematical programming models for various components within the electric-hydrogen integrated station;

[0075] S3, input the parameters of each part into the model, and use the commercial software gurobi to perform the first relaxation solution;

[0076] S4. Add net velocity and constraints to the model according to the temperature change of the solution results;

[0077] S5, solving the model after adding constraints again;

[0078] S6, determine whether the temperature is within the safe range, if not, return to step S4, if within the safe range or the maximum number of iterations is reached, proceed to S7;

[0079] S7. Obtain a dispatching plan for the safe operation of hydrogen storage tanks at the electric-hydrogen integrated station.

[0080] In this embodiment, the service-provided vehicles include fuel cell electric buses FCEB, fuel cell vehicles FCV, electric vehicles EV, and electric buses EB.

[0081] The bus schedule is designed to obtain the bus operation schedule based on the most average loss of each bus; during the bus operation time, the bus operating company will adjust the departure interval according to the different passenger flows in each time period. Taking the FCEB and EB schedules as an example, the peak time, middle time, and bottom time are as follows: Figure 2As shown in the figure, the departure intervals are 5 minutes, 10 minutes, and 15 minutes respectively. Assume that the bus strictly follows the operation plan, and the running time and energy consumption of each departure are fixed and consistent. In order to ensure that the loss of each bus is consistent, the operation tasks of each bus are evenly distributed. The timetable it follows and the situation at the station are as follows Figure 2 .

[0082] Based on the National Household Travel Survey (NHTS) data from the U.S. Department of Transportation, it was found through fitting that the initial charging time and driving distance follow the following normal distribution:

[0083]

[0084] f s (t), f D (s) are the initial charging time and driving distance respectively. s , μ D , σ s , σ D is a fixed parameter after fitting and is a constant.

[0085] The state of charge (SOC) is determined by the driving distance, energy consumption per mile, and battery capacity during driving. Based on the above distribution, the Monte Carlo method is used to generate electric taxi charging data. Here we consider private electric vehicles and electric taxis in the station. For fuel cell vehicles, the data is the actual hydrogen load data of Shanghai HRS.

[0086] In this embodiment, mathematical programming models of various components inside the electric hydrogen integrated station are established, including an electrolyzer model, a long-tube trailer hydrogen transportation model, a hydrogen storage tank model, a fuel cell model, a cooling and filling gun, and a compressor model, as shown below.

[0087] In this embodiment, the electrolytic cell model is specifically:

[0088]

[0089] In the formula, is the power of the electrolytic cell at time t, It is the 0-1 variable for starting and stopping the electrolyzer, P e,max is the maximum power of the electrolyzer, ΔP e is the maximum power change per unit time, LHV is the amount of hydrogen produced by the electrolyzer per unit time. H2 is the lower calorific value of hydrogen, represents the efficiency of the electrolytic cell, Δt represents the unit time, is to prevent frequent starting and stopping of intermediate variables, T e,stamin Indicates the minimum stop time of the electrolytic cell, Te,stomin Indicates the minimum start-up time of the electrolyzer, Indicates the 0-1 variable that controls the start and stop of the electrolytic cell;

[0090] The long tube trailer hydrogen transportation model is specifically as follows:

[0091]

[0092] Formula (1.2) is the constraint on the hydrogen unloading speed, hydrogen loading speed and hydrogen filling speed. They are the control variables used to control the loading, unloading and inflation of the long tube trailer itself. are the speeds of loading, unloading and inflation, V ttl,max 、V ttu,max 、V ttc,max are the maximum values ​​of the speeds for loading, unloading and inflation respectively;

[0093]

[0094] Represents the hydrogen loaded and the hydrogen filled, M ttc,min 、M ttc,max are the maximum and minimum values ​​of the hydrogen filled, M ttl,max 、M ttl,min are the maximum and minimum values ​​of the loaded hydrogen respectively;

[0095]

[0096] Formula (1.4) is the loading time constraint, T ttl is the length of loading time, which is determined by the speed of the tube trailer and the distance from the chemical plant to the electric hydrogen station; is an intermediate variable;

[0097] The hydrogen storage tank model is specifically:

[0098]

[0099] M tank,min 、M tank,max is the maximum and minimum mass that a hydrogen tank can hold, is the mass of hydrogen in the hydrogen storage tank at time t, V tank,max The maximum speed at which hydrogen is released or filled into the hydrogen storage tank. The speed of releasing or filling hydrogen into the hydrogen storage tank at time t;

[0100] The fuel cell model is specifically:

[0101]

[0102] is the power generated by the fuel cell at time t, η fc is the fuel cell efficiency, P fc,max is the maximum power of the fuel cell, ΔP fc is the maximum climbing power of the fuel cell, is its 0-1 control variable;

[0103] The cooling filling gun and compressor model are specifically:

[0104]

[0105] is the power of the compressor, P ref , P atm are the reference pressure and atmospheric pressure, ΔE cool The power required for unit cooling, is the mass of hydrogen added at time t, is the mass of hydrogen that the hydrogen transport vehicle inputs into the hydrogen storage tank at time t, P op is the operating pressure of the hydrogen tank, It is the power required for pre-cooling of hydrogen filling.

[0106] In this embodiment, the hydrogen energy balance equation between the mathematical planning models of the various components within the electric hydrogen integrated station is as follows:

[0107]

[0108] is the mass of hydrogen produced by the electrolyzer at time t, is the speed at which the jth hydrogen transport vehicle inputs hydrogen into the hydrogen storage tank at time t, N tt is the number of hydrogen transport vehicles, is the hydrogen filling rate of the kth fuel cell electric bus FCEB at time t, N FCEB is the total number of fuel cell electric buses, is the speed of releasing or filling hydrogen into the hydrogen storage tank at time t, is the speed of filling the jth hydrogen truck at time t, is the hydrogen filling rate of the mth fuel cell vehicle FCV at time t, N FCV is the total number of fuel cell vehicles, is the amount of hydrogen consumed by the fuel cell at time t.

[0109] In this embodiment, the electric energy balance equation between the mathematical planning models of the various components inside the electric-hydrogen integrated station is as follows:

[0110]

[0111] P t BEV,lis the charging power of the lth battery electric vehicle at time t, N BEV is the total number of battery electric vehicles, P t EB,s The charging power of the sth battery electric bus at time t, N EB is the total number of battery electric buses, is the photovoltaic power generation power at time t, is the power purchased from the grid at time t;

[0112] Where P t BEV,l The constraint conditions are:

[0113] P t BEV,l ≤U t BEV,l P t BEV,l,max

[0114]

[0115] Where U t BEV,l is a 0-1 control variable, P t BEV,l,max is the maximum power of the lth BEV at time t.

[0116] In this embodiment, Figure 1 , the steps S4-S6 are specifically as follows:

[0117] Step a, let time i=1; obtain the hydrogen mass in the hydrogen storage tank and the speed of releasing or filling hydrogen into the hydrogen storage tank at N times obtained by solving the electric hydrogen integrated station model;

[0118] Step b: According to the hydrogen mass in the hydrogen storage tank at time i and the speed of releasing or filling hydrogen into the hydrogen storage tank at time i As well as the hydrogen storage tank temperature at the previous moment, calculate the hydrogen storage tank temperature T at moment i i ;

[0119] Step c: Determine T i Is it satisfied? in, are respectively the maximum and minimum values ​​of the preset hydrogen storage tank temperature at time i; if they are satisfied, execute step d, otherwise execute step e;

[0120] Step d, determine whether i satisfies i≤N; if so, set i=i+1 and return to step b; otherwise, end the current process and enter S7;

[0121] Step e: Add net speed and constraints to the electric hydrogen integrated station model, and then determine whether the current iteration number q satisfies q≤Ttermax , where Tter max is the maximum number of iterations, and the initial value of the current number of iterations q is 1; if it is satisfied, execute step f, otherwise end the current process and enter S7;

[0122] Step f, let q=q+1, solve the electric-hydrogen integrated station model again after adding constraints, and return to step a.

[0123] In this embodiment, the calculation of the hydrogen storage tank temperature T at time i i Specifically:

[0124]

[0125] In the formula, α and τ are both intermediate variables; T i-1 is the temperature of the hydrogen storage tank at time i-1. When i=1, T0 is the initial temperature; T I / o is the hydrogen charging and discharging temperature; T a is the ambient temperature; β is the intermediate constant; is the net hydrogen charging and discharging speed, which is used to substitute the hydrogen release or filling speed of the hydrogen storage tank at time i is the mass of hydrogen, which is used to substitute the mass of hydrogen in the hydrogen storage tank at time i a in is the heat transfer coefficient between the inner wall of the hydrogen tank and the hydrogen, A in is the heat exchange area of ​​the inner wall of the hydrogen tank; c v is the constant volume specific heat, c p is the specific heat at constant pressure.

[0126] In this embodiment, the net speed and constraints added to the electric-hydrogen integrated station model are specifically as follows;

[0127] like Then add constraints: The sum of the speeds of hydrogen released or flowing into the hydrogen tank at all times before the next iteration i is limited to be greater than the sum of the sum of the speeds of hydrogen released or flowing into the hydrogen tank at all times before the current iteration i and the step length Δv;

[0128] like Then add constraints: The sum of the speeds of hydrogen released or flowing into the hydrogen tank at all times before the next iteration i is limited to be smaller than the difference between the sum of the speeds of hydrogen released or flowing into the hydrogen tank at all times before the current iteration i and the step size Δv.

[0129] In this embodiment, the objective function is to minimize the total operating cost C of the EHRS on a daily time scale, which is determined by the electricity cost C E , Hydrogen cost and labor cost C lab It consists of three parts:

[0130]

[0131] In this embodiment, the electricity cost C E , Hydrogen cost and labor cost C lab The calculation is specifically

[0132] C E =C grid -p EV (4.2)

[0133]

[0134]

[0135] In the formula, C grid Electricity costs for purchasing electrolyzers and charging vehicles for EHRS, p EV Profits from charging services for electric vehicles; C Hpri is the cost of purchasing hydrogen from the chemical plant, p FCV Profits from charging service for FCV; is the total number of charging times of FCEBs and EBs at night, t starts from a specific time point at night, β' is the cost coefficient of charging activity, C tt-lab is the labor cost of the tube trailer, C night-lab is the labor cost of nighttime charging activities; gird ,λ EV , λ FCV They are the price of purchasing electricity from the power grid, the price of EV charging, the price of purchasing hydrogen from hydrogen production stations, and the price of FCV hydrogen refueling.

[0136] The above are preferred embodiments of the present invention. Any changes made according to the technical solution of the present invention, as long as the resulting functions do not exceed the scope of the technical solution of the present invention, belong to the protection scope of the present invention.

Claims

1. A safe operation method of an electric hydrogen integrated station considering the temperature change of the hydrogen tank, characterized in that: The following steps are involved: S1. The load curve of the electric-hydrogen integrated station is obtained by performing Monte Carlo simulation on the probability density function of the arrival time of the vehicles being served; S2. Establish mathematical programming models for various components within the electric-hydrogen integrated station; S3, input the parameters of each part into the model, and use the commercial software gurobi to perform the first relaxation solution; S4. Add net velocity and constraints to the model according to the temperature change of the solution results; S5, solving the model after adding constraints again; S6, determine whether the temperature is within the safe range, if not, return to step S4, if within the safe range or the maximum number of iterations is reached, proceed to S7; S7. Obtain a dispatching plan for the safe operation of hydrogen storage tanks at the electric-hydrogen integrated station.

2. A safe operation method for an electric hydrogen integrated station considering the temperature change of the hydrogen tank according to claim 1, characterized in that: The mathematical programming model for establishing various components inside the electric hydrogen integrated station includes an electrolyzer model, a long tube trailer hydrogen transportation model, a hydrogen storage tank model, a fuel cell model, a cooling and filling gun, and a compressor model.

3. A safe operation method of an electric hydrogen integrated station considering the temperature change of the hydrogen tank according to claim 2, characterized in that: The electrolytic cell model is specifically: In the formula, is the power of the electrolytic cell at time t, It is the 0-1 variable for starting and stopping the electrolyzer, P e,max is the maximum power of the electrolyzer, ΔP e is the maximum power change per unit time, is the amount of hydrogen produced by the electrolyzer per unit time, is the lower calorific value of hydrogen, represents the efficiency of the electrolyzer, Δt represents the unit time, is to prevent frequent starting and stopping of intermediate variables, T e,stamin Indicates the minimum stop time of the electrolytic cell, T e,stomin Indicates the minimum start-up time of the electrolyzer, Indicates the 0-1 variable that controls the start and stop of the electrolytic cell; The long tube trailer hydrogen transportation model is specifically as follows: Formula (1.2) is the constraint on the hydrogen unloading speed, hydrogen loading speed and hydrogen filling speed. They are the control variables used to control the loading, unloading and inflation of the long tube trailer itself. are the speeds of loading, unloading and inflation, V ttl,max 、V ttu,max 、V ttc,max are the maximum values ​​of the speeds for loading, unloading and inflation respectively; Represents the hydrogen loaded and the hydrogen filled, M ttc,min 、M ttc,max are the maximum and minimum values ​​of the hydrogen filled, M ttl,max 、M ttl,min are the maximum and minimum values ​​of the loaded hydrogen respectively; Formula (1.4) is the loading time constraint, T ttl is the length of loading time, which is determined by the speed of the tube trailer and the distance from the chemical plant to the electric hydrogen station; is an intermediate variable; The hydrogen storage tank model is specifically: M tank,min 、M tank,max is the maximum and minimum mass that a hydrogen tank can hold, is the mass of hydrogen in the hydrogen storage tank at time t, V tank,max The maximum speed at which hydrogen is released or filled into the hydrogen storage tank. The speed of releasing or filling hydrogen into the hydrogen storage tank at time t; The fuel cell model is specifically: is the power generated by the fuel cell at time t, η fc is the fuel cell efficiency, P fc,max is the maximum power of the fuel cell, ΔP fc is the maximum climbing power of the fuel cell, is its 0-1 control variable; The cooling filling gun and compressor model are specifically: is the power of the compressor, P ref , P atm are the reference pressure and atmospheric pressure, ΔE cool The power required for unit cooling, is the mass of hydrogen added at time t, is the mass of hydrogen that the hydrogen transport vehicle inputs into the hydrogen storage tank at time t, P op is the operating pressure of the hydrogen tank, It is the power required for pre-cooling of hydrogen filling.

4. A safe operation method for an electric-hydrogen integrated station taking into account the temperature change of the hydrogen tank according to claim 3, characterized in that: The hydrogen energy balance equation between the mathematical planning models of various components within the electric hydrogen integrated station is as follows: is the mass of hydrogen produced by the electrolyzer at time t, is the speed at which the jth hydrogen transport vehicle inputs hydrogen into the hydrogen storage tank at time t, N tt is the number of hydrogen transport vehicles, is the hydrogen filling rate of the kth fuel cell electric bus FCEB at time t, N FCEB is the total number of fuel cell electric buses, is the speed of releasing or filling hydrogen into the hydrogen storage tank at time t, is the speed of filling the jth hydrogen truck at time t, is the hydrogen filling rate of the mth fuel cell vehicle FCV at time t, N FCV is the total number of fuel cell vehicles, is the amount of hydrogen consumed by the fuel cell at time t.

5. A safe operation method for an electric-hydrogen integrated station taking into account the temperature change of the hydrogen tank according to claim 3, characterized in that: The electric energy balance equation between the mathematical planning models of various components in the electric hydrogen integrated station is as follows: P t BEV,l is the charging power of the lth battery electric vehicle at time t, N BEV is the total number of battery electric vehicles, P t EB,s The charging power of the sth battery electric bus at time t, N EB is the total number of battery electric buses, is the photovoltaic power generation power at time t, is the power purchased from the grid at time t; Where P t BEV,l The constraint conditions are: P t BEV,l ≤U t BEV,l P t BEV,l,max Where U t BEV,l is a 0-1 control variable, P t BEV,l,max is the maximum power of the lth BEV at time t.

6. A safe operation method of an electric hydrogen integrated station considering the temperature change of the hydrogen tank according to claim 1, characterized in that: The steps S4-S6 are specifically as follows: Step a, let time i=1; obtain the hydrogen mass in the hydrogen storage tank and the speed of releasing or filling hydrogen into the hydrogen storage tank at N times obtained by solving the electric hydrogen integrated station model; Step b: According to the hydrogen mass in the hydrogen storage tank at time i and the speed of releasing or filling hydrogen into the hydrogen storage tank at time i As well as the hydrogen storage tank temperature at the previous moment, calculate the hydrogen storage tank temperature T at moment i i ; Step c: Determine T i Is it satisfied? in, are respectively the maximum and minimum values ​​of the preset hydrogen storage tank temperature at time i; if they are satisfied, execute step d, otherwise execute step e; Step d, determine whether i satisfies i≤N; if so, set i=i+1 and return to step b; otherwise, end the current process and enter S7; Step e: Add net speed and constraints to the electric hydrogen integrated station model, and then determine whether the current iteration number q satisfies q≤Tter max , where Tter max is the maximum number of iterations, and the initial value of the current number of iterations q is 1; if it is satisfied, execute step f, otherwise end the current process and enter S7; Step f, let q=q+1, solve the electric-hydrogen integrated station model again after adding constraints, and return to step a.

7. A safe operation method of an electric hydrogen integrated station considering the temperature change of the hydrogen tank according to claim 6, characterized in that: The calculation of the hydrogen storage tank temperature T at time i i Specifically: In the formula, α and τ are both intermediate variables; T i-1 is the temperature of the hydrogen storage tank at time i-1. When i=1, T0 is the initial temperature; T I / o is the hydrogen charging and discharging temperature; T a is the ambient temperature; β is the intermediate constant; is the net hydrogen charging and discharging speed, which is used to substitute the hydrogen release or filling speed of the hydrogen storage tank at time i is the mass of hydrogen, which is used to substitute the mass of hydrogen in the hydrogen storage tank at time i a in is the heat transfer coefficient between the inner wall of the hydrogen tank and the hydrogen, A in is the heat exchange area of ​​the inner wall of the hydrogen tank; c v is the constant volume specific heat, c p is the specific heat at constant pressure.

8. A safe operation method for an electric-hydrogen integrated station taking into account the temperature change of the hydrogen tank according to claim 6, characterized in that: The net speed and constraints added to the electric hydrogen integrated station model are specifically as follows; like Then add constraints: The sum of the speeds of hydrogen released or flowing into the hydrogen tank at all times before the next iteration i is limited to be greater than the sum of the sum of the speeds of hydrogen released or flowing into the hydrogen tank at all times before the current iteration i and the step length Δv; like Then add constraints: The sum of the speeds of hydrogen released or flowing into the hydrogen tank at all times before the next iteration i is limited to be smaller than the difference between the sum of the speeds of hydrogen released or flowing into the hydrogen tank at all times before the current iteration i and the step size Δv.

9. A method for safe operation of an electric-hydrogen integrated station taking into account the temperature change of the hydrogen tank according to claim 4 or 5, characterized in that: The objective function is to minimize the total operating cost c of the EHRS on a daily time scale, which is determined by the electricity cost C E , Hydrogen cost and labor cost C lab It consists of three parts:

10. A safe operation method for an electric-hydrogen integrated station taking into account the temperature change of the hydrogen tank according to claim 9, characterized in that: The electricity cost C E , Hydrogen cost and labor cost C lab The calculation is specifically C E =C grid -p EV (4.2) In the formula, C grid Electricity costs for purchasing electrolyzers and charging vehicles for EHRS, p EV Profits from charging services for electric vehicles; C Hpri is the cost of purchasing hydrogen from the chemical plant, p FCV Profits from charging service for FCV; is the total number of charging times of FCEBs and EBs at night, t starts from a specific time point at night, β' is the cost coefficient of charging activity, C tt-lab is the labor cost of the tube trailer, C night-lab is the labor cost of nighttime charging activities; gird ,λ EV , λ FCV They are the price of purchasing electricity from the power grid, the price of EV charging, the price of purchasing hydrogen from hydrogen production stations, and the price of FCV hydrogen refueling.

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