Reactive power adjusting method and device of electric automobile and electronic equipment

Abstract

The invention provides a reactive power adjustment method and device for an electric vehicle and electronic equipment, and relates to the technical field of vehicle power control, and the method comprises the steps: determining the charging parameters of the electric vehicle after the charging pile is connected based on the charging pile type of the charging pile to be connected to the electric vehicle, the charging parameters comprise a first charging parameter corresponding to active power and a second charging parameter corresponding to reactive power; calculating an active power feasible region of the electric vehicle in the charging process by using the first charging parameter; generating a reactive power feasible region of the electric vehicle in the charging process based on the second charging parameter and the active power feasible region; and adjusting the reactive power of the electric vehicle in the charging process according to the reactive power feasible region. According to the invention, coupling constraints of active power and reactive power under different types of charging piles are considered, so that other problems of electric vehicle charging and power distribution network operation control can be further researched.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle power control, and in particular to a reactive power regulation method, device and electronic equipment for an electric vehicle. Background Art

[0002] Voltage quality is a key issue in power grid operation. The voltage of urban distribution networks is directly related to the quality of electricity used by users. Compared with overhead lines, urban cables have larger capacitance to the ground, which causes reactive power backflow problems when lightly loaded, affecting voltage quality. In addition, the resistance of cables in urban distribution networks cannot be ignored. Distribution network voltage is affected by many factors, increasing the difficulty of voltage regulation. More detailed reactive load modeling and more complete voltage regulation methods are required.

[0003] However, existing research only focuses on the active power regulation potential of electric vehicles, lacks the evaluation of the reactive load of electric vehicles connected to different charging piles, does not fully consider the reactive power regulation capability of electric vehicles, and does not analyze the addition of reactive power constraints to the original regulation model. There is still room for improvement in the issue of electric vehicles participating in distribution network operation control as flexible loads. Summary of the invention

[0004] The present invention provides a reactive power regulation method, device and electronic equipment for an electric vehicle, establishes an electric vehicle controllable potential evaluation method taking into account the reactive power regulation capability of the electric vehicle, and considers the coupling constraints of active power and reactive power under different types of charging piles, so as to further study other issues of electric vehicle charging and distribution network operation control.

[0005] In a first aspect, a reactive power regulation method for an electric vehicle is provided, comprising:

[0006] Determining charging parameters of the electric vehicle after connecting to the charging pile based on the type of the charging pile to be connected to the electric vehicle, wherein the charging parameters include a first charging parameter corresponding to active power and a second charging parameter corresponding to reactive power;

[0007] Calculating the feasible region of active power of the electric vehicle during the charging process using the first charging parameter;

[0008] Based on the second charging parameter and the active power feasible region, generating a reactive power feasible region of the electric vehicle during the charging process;

[0009] According to the reactive power feasible region, the reactive power of the electric vehicle during the charging process is adjusted.

[0010] Optionally, the charging pile type includes at least one of a first charging pile, a second charging pile and a third charging pile;

[0011] The determining, based on the type of the charging pile to be connected to the charging pile of the electric vehicle, the charging parameters of the electric vehicle after the electric vehicle is connected to the charging pile includes:

[0012] Determine a first charging parameter and a second charging parameter of the electric vehicle after it is connected to the first charging pile, wherein the first charging parameter at least includes: the arrival time, charging end time, expected state of charge, and maximum charging power of the first charging pile when the electric vehicle is connected to the first charging pile, and the second charging parameter at least includes: the maximum value of charging reactive power, the maximum value of discharging reactive power, and a first apparent power capacity that can be transmitted by the first charging pile when the electric vehicle is connected to the first charging pile; or

[0013] Determine the first charging parameter and the second charging parameter of the electric vehicle after connecting to the second charging pile, the first charging parameter at least includes: the arrival time, charging end time, expected state of charge, maximum negative offset and maximum positive offset of the state of charge allowed during the charging and discharging process, and the maximum charging power and maximum discharging power of the second charging pile, the second charging parameter at least includes: the maximum value of charging reactive power and the maximum value of discharging reactive power of the electric vehicle when connecting to the second charging pile, and the second apparent power capacity transmittable by the second charging pile; or,

[0014] Determine a first charging parameter and a second charging parameter of the electric vehicle after connecting to the third charging pile, wherein the first charging parameter includes at least: an arrival time, a charging end time, an expected state of charge, and a rated charging power of the third charging pile when the electric vehicle connects to the third charging pile, and the second charging parameter includes at least: a power factor angle of the third charging pile.

[0015] Optionally, calculating the feasible domain of active power of the electric vehicle during the charging process using the first charging parameter includes:

[0016] Generating an active power constraint condition of the electric vehicle after connecting to a charging pile based on the first charging parameter;

[0017] According to the active power constraint condition, an active power feasible region of the electric vehicle is generated.

[0018] Optionally, generating a reactive power feasible region of the electric vehicle during the charging process based on the second charging parameter and the active power feasible region includes:

[0019] Generate a reactive power constraint condition of the electric vehicle after connecting to the charging pile based on the second charging parameter;

[0020] Generate a coupling constraint condition of active power and reactive power of the electric vehicle during charging based on the second charging parameter;

[0021] A reactive power feasible region of the electric vehicle during charging is generated according to the active power feasible region, the reactive power constraint condition and / or the coupling constraint condition.

[0022] Optionally, generating the reactive power constraint condition of the electric vehicle after connecting to the charging pile based on the second charging parameter includes:

[0023] Based on the second charging parameter of the electric vehicle after connecting to the first charging pile, a first reactive power constraint condition after connecting to the first charging pile is generated, wherein the first reactive power constraint condition is that the reactive power during the parking period is between the maximum value of the charging reactive power and the maximum value of the discharging reactive power; or

[0024] Based on the second charging parameter of the electric vehicle after connecting to the second charging pile, a second reactive power constraint condition after connecting to the second charging pile is generated, wherein the second reactive power constraint condition is that the reactive power during the parking period is between the maximum value of the charging reactive power and the maximum value of the discharging reactive power; or

[0025] Based on the second charging parameter of the electric vehicle after connecting to the third charging pile, a third reactive power constraint condition after connecting to the third charging pile is generated, wherein the third reactive power constraint condition is that the reactive power during the parking period is a preset multiple of the active power, and the preset multiple is determined according to the power factor angle of the third charging pile.

[0026] Optionally, before generating the coupling constraint condition of active power and reactive power of the electric vehicle during the charging process based on the second charging parameter, the method further includes:

[0027] Determine whether the type of the charging pile to be connected to the electric vehicle is the first charging pile or the second charging pile;

[0028] If yes, then generating coupling constraints of active power and reactive power of the electric vehicle during charging based on the active power feasible region and the second charging parameter;

[0029] The generating, based on the active power feasible region and the second charging parameter, the coupling constraint condition of the active power and the reactive power of the electric vehicle during the charging process comprises:

[0030] When it is determined that the type of the charging pile to be connected to the electric vehicle is the first charging pile, a first coupling constraint condition of active power and reactive power is generated based on a second charging parameter of the electric vehicle after connecting to the first charging pile, wherein the first coupling constraint condition is that the sum of the square values ​​of the active power and the reactive power of the first charging pile at the same time is less than or equal to the square value of the first apparent power capacity; or,

[0031] When it is determined that the type of charging pile to be connected to the electric vehicle is the second charging pile, a second coupling constraint condition of active power and reactive power is generated based on a second charging parameter of the electric vehicle after connecting to the second charging pile, and the second coupling constraint condition is that the sum of the square values ​​of the active power and the reactive power of the second charging pile at the same time is less than or equal to the square value of the second apparent power capacity.

[0032] Optionally, generating the reactive power feasible region of the electric vehicle during the charging process according to the active power feasible region, the reactive power constraint condition and / or the coupling constraint condition includes:

[0033] When the type of the charging pile to be connected to the charging pile of the electric vehicle is the first charging pile, according to the first reactive power constraint condition, the first coupling constraint condition, and the upper bound of the active power feasible domain and the lower bound of the active power feasible domain of the active power feasible domain, the first reactive power feasible domain upper bound and the first reactive power feasible domain lower bound are calculated, and a reactive power feasible domain corresponding to the first reactive power feasible domain upper bound and the first reactive power feasible domain lower bound is constructed; or,

[0034] When the type of the charging pile to be connected to the charging pile of the electric vehicle is the second charging pile, according to the second reactive power constraint condition, the second coupling constraint condition, and the upper bound and lower bound of the active power feasible domain of the active power feasible domain, the second reactive power feasible domain upper bound and the second reactive power feasible domain lower bound are calculated, and a reactive power feasible domain corresponding to the second reactive power feasible domain upper bound and the second reactive power feasible domain lower bound is constructed; or,

[0035] When the type of the charging pile to be connected to the charging pile of the electric vehicle is the third charging pile, a reactive power feasible domain including the maximum reactive power value of the third charging pile and 0 is constructed according to the third reactive power constraint condition.

[0036] In a second aspect, a reactive power regulating device for an electric vehicle is provided, comprising:

[0037] A determination module, configured to determine, based on the type of the charging pile to be connected to the electric vehicle, the charging parameters of the electric vehicle after the electric vehicle is connected to the charging pile, wherein the charging parameters include a first charging parameter corresponding to active power and a second charging parameter corresponding to reactive power;

[0038] A calculation module, configured to calculate a feasible region of active power of the electric vehicle during charging based on the first charging parameter;

[0039] A generating module, configured to generate a reactive power feasible region of the electric vehicle during the charging process based on the second charging parameter and the active power feasible region;

[0040] The regulating module is used to regulate the reactive power of the electric vehicle during the charging process according to the reactive power feasible domain.

[0041] Optionally, the charging pile type includes at least one of a first charging pile, a second charging pile and a third charging pile; the determination module is specifically used to: determine a first charging parameter and a second charging parameter of the electric vehicle after it is connected to the first charging pile, the first charging parameter at least including: the arrival time, the charging end time, the expected state of charge and the maximum charging power of the first charging pile when the electric vehicle is connected to the first charging pile, and the second charging parameter at least including: the maximum value of the charging reactive power, the maximum value of the discharging reactive power, and the first apparent power capacity that can be transmitted by the first charging pile when the electric vehicle is connected to the first charging pile; or, determine the first charging parameter and the second charging parameter of the electric vehicle after it is connected to the second charging pile, the first charging parameter at least including: the maximum value of the charging reactive power, the maximum value of the discharging reactive power, and the first apparent power capacity that can be transmitted by the first charging pile. The first charging parameter and the second charging parameter of the electric vehicle after connecting to the third charging pile are determined, and the first charging parameter and the second charging parameter of the electric vehicle after connecting to the third charging pile are determined, and the first charging parameter and the second charging parameter of the electric vehicle after connecting to the third charging pile are determined, and the first charging parameter and the second charging parameter of the electric vehicle after connecting to the third charging pile are determined, and the first charging parameter and the second charging parameter of the electric vehicle after connecting to the third charging pile are determined, and the first charging parameter and the second charging parameter of the electric vehicle after connecting to the third charging pile are determined, and the first charging parameter and the second charging parameter and the second charging parameter and the second charging parameter and the second charging parameter and the power factor angle of the third charging pile are determined, and the second charging parameter ...

[0042] Optionally, the calculation module is specifically used to generate an active power constraint condition of the electric vehicle after it is connected to the charging pile based on the first charging parameter; and generate an active power feasible domain of the electric vehicle according to the active power constraint condition.

[0043] Optionally, a generation module is used to generate reactive power constraints for the electric vehicle after it is connected to a charging pile based on the second charging parameter; generate coupling constraints for active power and reactive power of the electric vehicle during the charging process based on the second charging parameter; and generate a reactive power feasible domain for the electric vehicle during the charging process according to the active power feasible domain, reactive power constraints and / or coupling constraints.

[0044] Optionally, when generating the reactive power constraint condition of the electric vehicle after connecting to the charging pile based on the second charging parameter, the generating module is specifically used to: generate the first reactive power constraint condition after connecting to the first charging pile based on the second charging parameter of the electric vehicle after connecting to the first charging pile, wherein the first reactive power constraint condition is that the reactive power during the parking period is between the maximum value of the charging reactive power and the maximum value of the discharging reactive power; or, generate the second reactive power constraint condition after connecting to the second charging pile based on the second charging parameter of the electric vehicle after connecting to the second charging pile, wherein the second reactive power constraint condition is that the reactive power during the parking period is between the maximum value of the charging reactive power and the maximum value of the discharging reactive power; or, generate the third reactive power constraint condition after connecting to the third charging pile based on the second charging parameter of the electric vehicle after connecting to the third charging pile, wherein the third reactive power constraint condition is that the reactive power during the parking period is a preset multiple of the active power, and the preset multiple is determined according to the power factor angle of the operation of the third charging pile.

[0045] Optionally, the device further includes: a judgment module;

[0046] The judgment module can judge whether the type of charging pile to be connected to the electric vehicle is the first charging pile or the second charging pile before the generation module generates the coupling constraint conditions of the active power and reactive power of the electric vehicle during the charging process based on the second charging parameter; if so, the generation module is used to generate the coupling constraint conditions of the active power and reactive power of the electric vehicle during the charging process based on the active power feasible domain and the second charging parameter.

[0047] Optionally, when generating coupling constraints of active power and reactive power of the electric vehicle during the charging process based on the feasible domain of active power and the second charging parameter, the generating module is specifically used for: when judging that the type of charging pile to be connected to the electric vehicle is the first charging pile, based on the second charging parameter of the electric vehicle after being connected to the first charging pile, generating a first coupling constraint of active power and reactive power, the first coupling constraint being the sum of the square values ​​of the active power and the reactive power of the first charging pile at the same time, which is less than or equal to the square value of the first apparent power capacity; or, when judging that the type of charging pile to be connected to the electric vehicle is the second charging pile, based on the second charging parameter of the electric vehicle after being connected to the second charging pile, generating a second coupling constraint of active power and reactive power, the second coupling constraint being the sum of the square values ​​of the active power and the reactive power of the second charging pile at the same time, which is less than or equal to the square value of the second apparent power capacity.

[0048] Optionally, when generating the reactive power feasible domain of the electric vehicle during the charging process according to the active power feasible domain, the reactive power constraint and / or the coupling constraint, a generation module is specifically used to: when the type of the charging pile to be connected to the charging pile of the electric vehicle is the first charging pile, according to the first reactive power constraint, the first coupling constraint and the upper bound of the active power feasible domain and the lower bound of the active power feasible domain of the active power feasible domain, calculate the upper bound of the first reactive power feasible domain and the lower bound of the first reactive power feasible domain, and construct a reactive power feasible domain corresponding to the upper bound of the first reactive power feasible domain and the lower bound of the first reactive power feasible domain; or, When the type of the charging pile to be connected to the electric vehicle is the second charging pile, the upper bound of the second reactive power feasible domain and the lower bound of the second reactive power feasible domain are calculated according to the second reactive power constraint, the second coupling constraint, and the upper bound of the active power feasible domain and the lower bound of the active power feasible domain of the active power feasible domain, and a reactive power feasible domain corresponding to the upper bound of the second reactive power feasible domain and the lower bound of the second reactive power feasible domain is constructed; or, when the type of the charging pile to be connected to the electric vehicle is the third charging pile, a reactive power feasible domain including the maximum reactive power of the third charging pile and 0 is constructed according to the third reactive power constraint.

[0049] According to a third aspect, an electronic device is provided, comprising: a processor and a memory, wherein the memory is used to store a computer program, and the processor is used to call and run the computer program stored in the memory to execute the method in the first aspect or its various implementations.

[0050] According to a fourth aspect, a computer-readable storage medium is provided for storing a computer program, wherein the computer program enables a computer to execute the method according to the first aspect or its various implementations.

[0051] Through the technical solution provided by the present invention, after determining the charging parameters of the electric vehicle after connecting to the charging pile based on the type of the charging pile to be connected to the charging pile of the electric vehicle, the first charging parameter corresponding to the active power can be used to calculate the feasible domain of the active power of the electric vehicle during the charging process, and the second charging parameter corresponding to the reactive power and the feasible domain of the active power can be used to generate the feasible domain of the reactive power of the electric vehicle during the charging process; finally, according to the feasible domain of the reactive power, the reactive power of the electric vehicle during the charging process is adjusted. The technical solution in this application can be based on the current situation of the prominent reactive power problem in the urban distribution network and the operating characteristics of electric vehicles, and the problem of large-scale electric vehicle access and insufficient reactive power regulation resources in the distribution network, taking into account the coupling constraints of active and reactive power under multiple types of charging piles for electric vehicles, and establishing a method for evaluating the controllable capacity of electric vehicles considering the reactive regulation capacity of electric vehicles, and proposing how the reactive power constraint is connected to the original model and the impact on the optimality of solving the original problem, evaluating the reactive load of different types of charging piles and giving play to the controllability advantages of electric vehicles, guiding electric vehicles to control reactive power to respond to reactive power control of the power grid, so as to further study the voltage quality problem of the distribution network.

[0052] It should be understood that the above general description and the following detailed description are only exemplary and explanatory and cannot limit the present invention. Other features and advantages of the present invention will be described in detail in the following specific implementation section. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0054] Figure 1 An application scenario diagram provided for an embodiment of the present application;

[0055] Figure 2 A schematic diagram of a flow chart of a reactive power regulation method for an electric vehicle provided in an embodiment of the present application;

[0056] Figure 3 A schematic diagram of the principle of active and reactive power coupling constraint of a first charging pile provided in an embodiment of the present application;

[0057] Figure 4 A schematic diagram of the principle of active and reactive power coupling constraint of a second charging pile provided in an embodiment of the present application;

[0058] Figure 5 A schematic diagram of the principle of a first charging pile reactive power feasible region provided in an embodiment of the present application;

[0059] Figure 6 A schematic diagram of the principle of a feasible region of reactive power of a second charging pile provided in an embodiment of the present application;

[0060] Figure 7 An example schematic diagram of an active power boundary of an electric vehicle 1 during a charging process provided in an embodiment of the present application;

[0061] Figure 8 An example schematic diagram of reactive power boundary and active and reactive power constraints during charging of an electric vehicle 1 provided in an embodiment of the present application;

[0062] Fig. 9 An example schematic diagram of an active power boundary of an electric vehicle 2 during a charging process provided in an embodiment of the present application;

[0063] Fig.10 An example schematic diagram of reactive power boundary and active and reactive power constraints during the charging process of an electric vehicle 2 provided in an embodiment of the present application;

[0064] Fig.11 An example schematic diagram of an active power boundary of an electric vehicle 3 during a charging process provided in an embodiment of the present application;

[0065] Fig.12 This is a schematic diagram of an example of reactive power value determination during charging of an electric vehicle 3 provided in an embodiment of the present application;

[0066] Fig.13 A schematic diagram of the structure of a reactive power regulating device for an electric vehicle provided in an embodiment of the present application;

[0067] Fig.14 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0068] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0069] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or server that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0070] Voltage quality is a key issue in power grid operation. The voltage of urban distribution networks is directly related to the quality of electricity used by users. Compared with overhead lines, urban cables have larger capacitance to the ground, which causes reactive power backflow problems when lightly loaded, affecting voltage quality. In addition, the resistance of cables in urban distribution networks cannot be ignored. Distribution network voltage is affected by many factors, increasing the difficulty of voltage regulation. More detailed reactive load modeling and more complete voltage regulation methods are required.

[0071] However, existing research only focuses on the active power regulation potential of electric vehicles, lacks the evaluation of the reactive load of electric vehicles connected to different charging piles, does not fully consider the reactive power regulation capability of electric vehicles, and does not analyze the addition of reactive power constraints to the original regulation model. There is still room for improvement in the issue of electric vehicles participating in distribution network operation control as flexible loads.

[0072] In order to solve the above technical problems, the inventive concept of the present invention is to establish an electric vehicle controllable capacity evaluation method considering the reactive power regulation capability of electric vehicles based on the current prominent status of reactive power problems in urban distribution networks and the operating characteristics of electric vehicles, aiming at the problem of large-scale electric vehicle access and insufficient reactive power regulation resources in distribution networks, taking into account the coupling constraints of active and reactive power under multiple types of charging piles for electric vehicles, and proposing how reactive power constraints can be connected to the original model and the impact on the optimality of solving the original problem, evaluate the reactive loads of different types of charging piles and give play to the controllability advantages of electric vehicles, guide electric vehicles to control reactive power to respond to reactive power control of the power grid, so as to further study the voltage quality problem of the distribution network.

[0073] It should be understood that the technical solution of the present invention can be applied to the following scenarios, but is not limited to:

[0074] In some possible implementations, Figure 1 An application scenario diagram provided by an embodiment of the present invention, such as Figure 1As shown, the application scenario may include an electronic device 110 and a network device 120. The electronic device 110 may establish a connection with the network device 120 via a wired network or a wireless network.

[0075] Exemplarily, the electronic device 110 may be a desktop computer, a laptop computer, a tablet computer, etc., but is not limited thereto. The network device 120 may be a terminal device or a server, but is not limited thereto. In one embodiment of the present invention, the electronic device 110 may send a request message to the network device 120, and the request message may be used to request to obtain the type of the charging pile to be connected to the charging pile of the electric vehicle, and further, the electronic device 110 may receive a response message sent by the network device 120, and the response message includes the type of the charging pile to be connected to the charging pile of the electric vehicle.

[0076] also, Figure 1 An electronic device 110 and a network device 120 are provided as an example, but other numbers of electronic devices and network devices may be included in practice, and the present invention is not limited thereto.

[0077] In some other possible implementations, the technical solution of the present invention may also be executed by the above-mentioned electronic device 110, or the technical solution of the present invention may also be executed by the above-mentioned network device 120, and the present invention does not limit this.

[0078] After introducing the application scenarios of the embodiments of the present invention, the technical solutions of the present invention will be described in detail below:

[0079] Figure 2 A flowchart of a reactive power regulation method for an electric vehicle provided by an embodiment of the present invention. The method can be performed as follows: Figure 1 The electronic device 110 shown in the figure performs, but is not limited to this. Figure 2 As shown, the method may include the following steps:

[0080] Step 210: Based on the type of the charging pile to be connected to the electric vehicle, determine the charging parameters of the electric vehicle after connecting to the charging pile, where the charging parameters include a first charging parameter corresponding to active power and a second charging parameter corresponding to reactive power.

[0081] Among them, the charging pile types include at least one of a first charging pile, a second charging pile and a third charging pile; the first charging pile is a charging pile that only allows charging, but the charging power can be adjusted within the maximum charging power; the second charging pile is a charging pile that charges electric vehicles and allows electric vehicles to discharge to the outside through this type of charging pile, and its charging and discharging power can be adjusted within the maximum charging power and the maximum discharge power, such as a V2G (Vehicle-to-Grid) charging pile; the third charging pile is a charging pile that can only charge electric vehicles and cannot continuously adjust the charging power, and the charging power can only be the rated power or 0, such as a start-stop charging pile.

[0082] The executor of the present application may be a charging station, which is respectively connected to multiple charging piles of multiple charging pile types. After obtaining the type of charging pile to be connected to the electric vehicle, the reactive power regulation operation of the subsequent embodiment steps can be controlled based on the charging pile type.

[0083] For the embodiment of the present disclosure, as a possible implementation, when the charging pile type is the first charging pile, when the vehicle is connected to the first charging pile of this type, the first charging parameter obtained by the charging station may include: the arrival time of the electric vehicle when it is connected to the first charging pile; Charging end time Desired state of charge And the maximum charging power of the first charging pile The second charging parameter obtained by the charging station may include: the maximum charging reactive power and the maximum discharge reactive power of the electric vehicle when it is connected to the first charging pile. And the first apparent power capacity S that can be transmitted by the first charging pile (1) .

[0084] For the embodiment of the present disclosure, as another possible implementation, when the charging pile type is the second charging pile, when the vehicle is connected to the second charging pile of this type, the charging parameters obtained by the charging station may include: the arrival time of the electric vehicle when it is connected to the second charging pile; Charging end time Desired state of charge The maximum negative deviation of the state of charge allowed during the charge and discharge process is e - and the maximum positive offset of the state of charge e + , and the maximum charging power and maximum discharging power of the second charging pile The second charging parameter obtained by the charging station may include: the maximum charging reactive power and the maximum discharging reactive power of the electric vehicle when it is connected to the second charging pile. And the second apparent power capacity S that can be transmitted by the second charging pile (2) .

[0085] For the embodiment of the present disclosure, as another possible implementation, when the charging pile type is the third charging pile, when the vehicle is connected to the third charging pile of this type, the charging parameters obtained by the charging station may include: the arrival time of the electric vehicle when it is connected to the third charging pile; Charging end time Desired state of charge And the rated charging power of the third charging pile The second charging parameter obtained by the charging station may include: the power factor angle of the third charging pile

[0086] Accordingly, for the embodiment of the present disclosure, the embodiment steps may include: determining a first charging parameter and a second charging parameter of the electric vehicle after it is connected to the first charging pile, the first charging parameter at least including: the arrival time, charging end time, expected charge state and the maximum charging power of the first charging pile when the electric vehicle is connected to the first charging pile, and the second charging parameter at least including: the maximum value of the charging reactive power, the maximum value of the discharging reactive power, and the first apparent power capacity that can be transmitted by the first charging pile when the electric vehicle is connected to the first charging pile; or determining the first charging parameter and the second charging parameter of the electric vehicle after it is connected to the second charging pile, the first charging parameter at least including: the arrival time, charging end time, expected charge state and the maximum charging power of the first charging pile when the electric vehicle is connected to the second charging pile time, expected state of charge, maximum negative offset of the state of charge and maximum positive offset of the state of charge allowed during the charging and discharging process, as well as the maximum charging power and maximum discharging power of the second charging pile, the second charging parameter at least includes: the maximum value of the charging reactive power, the maximum value of the discharging reactive power and the second apparent power capacity that can be transmitted by the second charging pile when the electric vehicle is connected to the second charging pile; or, determine the first charging parameter and the second charging parameter of the electric vehicle after it is connected to the third charging pile, the first charging parameter at least includes: the arrival time, the charging end time, the expected state of charge and the rated charging power of the third charging pile when the electric vehicle is connected to the third charging pile, and the second charging parameter at least includes: the power factor angle of the third charging pile.

[0087] Step 220: Calculate the feasible region of active power of the electric vehicle during the charging process using the first charging parameter.

[0088] In a specific application scenario, calculating the feasible domain of active power of the electric vehicle during the charging process using the first charging parameter in step 220 may include the following steps:

[0089] Step 220 - 1 : Generate active power constraint conditions for the electric vehicle after it is connected to the charging pile based on the first charging parameter.

[0090] For the embodiment of the present disclosure, as a possible implementation method, when the charging pile type is the first charging pile, the active power constraint condition of the electric vehicle after connecting to the first charging pile can be first determined based on the first charging parameter corresponding to the first charging pile. The active power constraint condition includes: the cumulative charge amount during the parking period from the arrival time to the charging end time is within the expected state of charge and is non-negative, and the state of charge at the charging end time reaches the expected state of charge; and the charging power during the parking period is within the maximum charging power of the first charging pile and is non-negative. The active power constraint condition at this time is composed of the following formulas (1) and (2):

[0091]

[0092] In formula (1) is the active power in period t, indicating that when adjusting the charging power, the charging power must be within the maximum charging power and non-negative; Indicates arrival time The cumulative charge at time t, formula (2) ensures that The cumulative charge amount in each period must be within the expected state of charge The desired state of charge is reached at the time of leaving

[0093] For the embodiment of the present disclosure, as another possible implementation, when the charging pile type is the second charging pile, the active power constraint of the electric vehicle after connecting to the second charging pile can be first determined based on the first charging parameter corresponding to the second charging pile. The active power constraint includes: the cumulative charging amount during the parking period from the arrival time to the charging end time is between the maximum negative offset of the state of charge and the maximum positive offset of the state of charge, and the state of charge at the charging end time reaches the expected state of charge; and the charging power during the parking period is between the maximum charging power and the maximum discharge power. The active power constraint at this time is composed of the following formulas (3) and (4):

[0094]

[0095] In formula (3) is the active power in period t, indicating that when adjusting the charging power, the charging power must be kept between the maximum charging power and the discharging power. Here, the discharging power is expressed as the charging power, but it takes a negative value. In formula (4), Indicates arrival time The accumulated charge at time t is used to ensure the The accumulated charge in each period must be within the maximum positive and negative deviation of the state of charge allowed, and the time of leaving Charge to desired state of charge

[0096] For the embodiment of the present disclosure, as another possible implementation, when the charging pile type is the third charging pile, the active power constraint of the electric vehicle after connecting to the charging pile can be first determined based on the first charging parameter corresponding to the third charging pile. The active power constraint includes: the cumulative charge amount during the parking period from the arrival time to the charging end time is within the expected state of charge and is non-negative, and the state of charge at the charging end time reaches the expected state of charge; and the charging power during the parking period is the rated charging power of the third charging pile or is 0. The active power constraint at this time is composed of the following formulas (5) and (6):

[0097]

[0098] In formula (5) is the active power in period t, indicating that the charging power can only be the rated power or 0; in formula (6), Indicates arrival time The accumulated charge at time t is used to ensure the The cumulative charge amount in each period must be equal to the expected state of charge Within, and leave the time, charge to the desired state of charge

[0099] Step 220 - 2: Generate an active power feasible region of the electric vehicle according to the active power constraint condition.

[0100] For the embodiment of the present disclosure, as a possible implementation, when the charging pile type is the first charging pile, the upper bound of the active power feasible domain and the lower bound of the active power feasible domain of each electric vehicle during the parking period can be calculated based on the active power constraint condition. The mathematical expressions are formula (7) and formula (8):

[0101]

[0102] Formulas (7) and (8) are respectively the upper bound and lower bound of the feasible region of active power when the electric vehicle is connected to the first charging pile.

[0103] For the embodiment of the present disclosure, as another possible implementation, when the charging pile type is the second charging pile, the upper bound of the active power feasible domain and the lower bound of the active power feasible domain of each electric vehicle during the parking period can be calculated based on the active power constraint condition. The mathematical expressions are formula (9) and formula (10):

[0104]

[0105] Formulas (9) and (10) are respectively the upper bound and the lower bound of the feasible region of active power when the electric vehicle is connected to the second charging pile.

[0106] For the embodiment of the present disclosure, as another possible implementation, when the charging pile type is the third charging pile, the charging power has only two first charging power feasible values: rated power Or 0, the upper and lower limits of power are not considered at this time, that is, the upper limit of the feasible domain of active power and the lower limit of the feasible domain of active power are not considered at this time.

[0107] Step 230: Generate a reactive power feasible region of the electric vehicle during the charging process based on the second charging parameter and the active power feasible region.

[0108] In a specific application scenario, generating the reactive power feasible region of the electric vehicle during the charging process based on the second charging parameter and the active power feasible region in step 230 may include the following steps:

[0109] Step 230 - 1 : Generate reactive power constraint conditions for the electric vehicle after it is connected to the charging pile based on the second charging parameter.

[0110] For the embodiment of the present disclosure, as a possible implementation, when the charging pile type is the first charging pile, the first reactive power constraint condition of the electric vehicle after connecting to the charging pile can be generated based on the second charging parameter. The first reactive power constraint condition can be formed by the following formula (11):

[0111]

[0112] In formula (11) is the reactive power in period t, indicating that the maximum value of the charging reactive power and the maximum value of the discharging reactive power of the charging pile cannot be exceeded during the reactive power adjustment process.

[0113] For the embodiment of the present disclosure, as another possible implementation, when the charging pile type is a second charging pile, a second reactive power constraint condition of the electric vehicle after connecting to the charging pile can be generated based on the second charging parameter. The second reactive power constraint condition can be formed by the following formula (12):

[0114]

[0115] In formula (12) is the reactive power in period t, indicating that the maximum value of the charging reactive power and the maximum value of the discharging reactive power of the charging pile cannot be exceeded during the reactive power adjustment process.

[0116] For the embodiment of the present disclosure, as another possible implementation, when the charging pile type is a third charging pile, a first reactive power constraint condition of the electric vehicle after connecting to the charging pile can be generated based on the third charging parameter, and the third reactive power constraint condition is composed of the following formula (13):

[0117]

[0118] In formula (13) is the active power in period t, is the reactive power in period t, Indicates the power factor angle of the third charging pile.

[0119] Correspondingly, for the embodiments of the present disclosure, the steps of the embodiments may include: based on the second charging parameter of the electric vehicle after connecting to the first charging pile, generating a first reactive power constraint condition after connecting to the first charging pile, wherein the first reactive power constraint condition is that the reactive power during the parking period is between the maximum value of the charging reactive power and the maximum value of the discharging reactive power; or, based on the second charging parameter of the electric vehicle after connecting to the second charging pile, generating a second reactive power constraint condition after connecting to the second charging pile, wherein the second reactive power constraint condition is that the reactive power during the parking period is between the maximum value of the charging reactive power and the maximum value of the discharging reactive power; or, based on the second charging parameter of the electric vehicle after connecting to the third charging pile, generating a third reactive power constraint condition after connecting to the third charging pile, wherein the third reactive power constraint condition is that the reactive power during the parking period is a preset multiple of the active power, and the preset multiple is determined according to the power factor angle of the operation of the third charging pile.

[0120] Step 230 - 2 : Generate coupling constraints of active power and reactive power of the electric vehicle during charging based on the second charging parameter.

[0121] In a specific application scenario, before executing the steps of this embodiment, it is possible to first determine whether the type of charging pile to be connected to the electric vehicle is the first charging pile or the second charging pile. Only when it is determined that the type of charging pile to be connected to the electric vehicle is the first charging pile or the second charging pile, step 230-2 of this embodiment is executed.

[0122] Accordingly, for the embodiment of the present disclosure, as a possible implementation method, when it is determined that the type of charging pile to be connected to the electric vehicle is the first charging pile, based on the second charging parameter of the electric vehicle after connecting to the first charging pile, a first coupling constraint condition of active power and reactive power is generated, such as Figure 3 The first coupling constraint condition is that the sum of the square values ​​of the active power and reactive power of the first charging pile at the same time is less than or equal to the square value of the first apparent power capacity, that is, in, They are respectively the charging and discharging active power and reactive power of the electric vehicle connected to the first charging pile at time t.

[0123] In order to ensure that the solution proposed by the present invention can be used for general convex optimization models and to ensure the optimality of the problem solution after using this solution, the first coupling constraint condition can be modified as follows:

[0124]

[0125] Here || ||2 is the 2-norm.

[0126] Accordingly, for the embodiment of the present disclosure, as another possible implementation, when it is determined that the type of charging pile to be connected to the electric vehicle is the second charging pile, a second coupling constraint condition of active power and reactive power is generated based on the second charging parameter of the electric vehicle after connecting to the second charging pile, such as Figure 4 The second coupling constraint condition is that the sum of the square values ​​of the active power and reactive power of the second charging pile at the same time is less than or equal to the square value of the second apparent power capacity, that is, in, They are respectively the charging and discharging active power and reactive power of the electric vehicle connected to the second charging pile at time t.

[0127] In order to ensure that the solution proposed by the present invention can be used for general convex optimization models and to ensure the optimality of the problem solution after using the solution, the second coupling constraint condition can be modified as follows:

[0128]

[0129] Here || ||2 is the 2-norm.

[0130] Step 230 - 3 : Generate a reactive power feasible region for the electric vehicle during the charging process according to the active power feasible region, reactive power constraints and / or coupling constraints.

[0131] Accordingly, for the embodiment of the present disclosure, as a possible implementation method, when the type of the charging pile to be connected to the charging pile of the electric vehicle is the first charging pile, the upper bound of the first reactive power feasible domain and the lower bound of the first reactive power feasible domain can be calculated according to the first reactive power constraint condition, the first coupling constraint condition, and the upper bound of the active power feasible domain and the lower bound of the active power feasible domain of the active power feasible domain, and the reactive power feasible domain corresponding to the upper bound of the first reactive power feasible domain and the lower bound of the first reactive power feasible domain can be constructed, such as Figure 5 shown.

[0132] Among them, the mathematical expressions of the upper bound of the first reactive power feasible region and the lower bound of the first reactive power feasible region are formula (14) and formula (15):

[0133]

[0134] Formula (14) and formula (15) are respectively the upper bound and the lower bound of the feasible region of reactive power when the electric vehicle is connected to the first charging pile.

[0135] Accordingly, for the embodiment of the present disclosure, as another possible implementation method, when the type of the charging pile to be connected to the charging pile of the electric vehicle is the second charging pile, the upper bound of the second reactive power feasible domain and the lower bound of the active power feasible domain of the active power feasible domain can be calculated according to the second reactive power constraint condition, the second coupling constraint condition, and the upper bound of the second reactive power feasible domain and the lower bound of the second reactive power feasible domain, and the reactive power feasible domain corresponding to the upper bound of the second reactive power feasible domain and the lower bound of the second reactive power feasible domain can be constructed, such as Figure 6 shown.

[0136] Among them, the mathematical expressions of the upper bound of the second reactive power feasible region and the lower bound of the second reactive power feasible region are formula (16) and formula (17):

[0137]

[0138] Correspondingly, for the embodiment of the present disclosure, as another possible implementation method, when the charging pile type to be connected to the electric vehicle is a third charging pile, a reactive power feasible domain including the maximum reactive power of the third charging pile and 0 can be constructed according to the third reactive power constraint condition.

[0139] Step 240: According to the reactive power feasible region, the reactive power of the electric vehicle during the charging process is adjusted.

[0140] To facilitate the understanding of this solution, the following examples are given here to illustrate the technical solution in this application:

[0141] Now consider three electric vehicles, electric vehicle 1, electric vehicle 2, and electric vehicle 3, which are connected to the above three types of charging piles respectively. The charging active power of the first charging pile is continuously adjustable, with a maximum active power of 10kW, and a maximum reactive power of 5kvar that can be absorbed or emitted; the second charging pile can participate in V2G, with a maximum charging active power of 10kW, a maximum discharge active power of 6kW, and a maximum reactive power of 5kvar that can be absorbed or emitted; the third charging pile can only control the start and stop state, with a rated power of 10kW and a power factor of 0.95. The apparent power capacity of the first and second charging piles is 12kVA. The battery capacity of the three electric vehicles is 100kWh, the initial state of charge is 30kWh, and the minimum state of charge cannot be less than 12kWh. The arrival time at the charging station is 18:00, and the departure time is 8:00 the next day. The charging station can adjust the charging power or charging state during this period, and it only needs to ensure that the electric vehicle is charged to the expected value of 90kWh before 7:00 the next day.

[0142] Electric vehicle 1: connected to the first charging pile, its charging power is continuously adjustable. After the electric vehicle is connected, different powers can be set at different times to charge the electric vehicle. It only needs to be charged to the expected value at 8:00 the next day. Therefore, the active power constraint of the electric vehicle connected to this type of charging pile can be obtained as follows: Figure 7 , reactive power boundary and active and reactive power coupling constraints are as follows Figure 8 , here the initial state of charge is considered to be 0, and the expected power is 60kWh.

[0143] During parking, the charging power can be adjusted, with a maximum value of 10kW and a minimum value of 0, and must meet the following requirements:

[0144]

[0145] here At 18:00, It is 8:00 the next day.

[0146] During parking, the maximum reactive power absorbed is 5kvar, and the maximum reactive power emitted is 5kvar, which can be adjusted, but the apparent power must be less than 12kVA. Figure 6 .

[0147] Electric vehicle 2: connected to the second charging pile, allowed to participate in V2G, and its power is continuously adjustable. After the electric vehicle is connected, different powers can be set at different times to charge or discharge the electric vehicle. It only needs to ensure that the power reaches the expected value at 8:00 the next day. Therefore, the active power constraint of the electric vehicle connected to this type of charging pile can be obtained as follows: Fig. 9 , reactive power boundary and active and reactive power coupling constraints are as follows Fig.10 Here, the initial state of charge is regarded as 0, then the expected power is 60kWh, the maximum allowable state of charge is 70kWh, and the minimum allowable state of charge is -18kWh.

[0148] During parking, the maximum charging power is 10kW and the maximum discharging power is 6kW, satisfying:

[0149]

[0150] here At 18:00, It is 8:00 the next day.

[0151] During parking, the maximum reactive power absorbed is 5kvar, and the maximum reactive power emitted is 5kvar, which can be adjusted, but the apparent power must be less than 12kVA. Fig.10 .

[0152] Electric vehicle 3: connected to the third charging pile, can only control the charging start and stop state. After the electric vehicle is connected, it can choose to charge at rated power or stop charging at different times. It only needs to ensure that it is charged to the expected value at 8:00 the next day. Therefore, the accumulated energy-active power boundary of electric vehicle 3 connected to this type of charging pile can be obtained as follows: Fig.11 , the reactive power value is as follows Fig.12 , here the initial state of charge is considered to be 0, and the expected power is 60kWh.

[0153] During parking, the charging power is the rated power of 10 kW or 0. Unlike electric vehicle 1, the charging power of electric vehicle 3 has only these two conditions and must meet the following requirements:

[0154]

[0155] here At 18:00, It is 8:00 the next day.

[0156] In addition, unlike electric vehicle 1, due to the discrete charging power value, the slope of the cumulative energy curve of electric vehicle 3 during charging can only be 10kW or 0. The power factor angle of this type of charging pile is generally fixed, so the reactive power can only be 3.29kvar or 0.

[0157] In summary, the technical solution in this application can be based on the type of charging pile to be connected to the charging pile of the electric vehicle, determine the charging parameters of the electric vehicle after connecting to the charging pile, and use the first charging parameter corresponding to the active power to calculate the feasible domain of the active power of the electric vehicle during the charging process, and based on the second charging parameter corresponding to the reactive power and the feasible domain of the active power, generate the feasible domain of the reactive power of the electric vehicle during the charging process; finally, according to the feasible domain of the reactive power, adjust the reactive power of the electric vehicle during the charging process. The technical solution in this application can be based on the current situation of the prominent reactive power problem in the urban distribution network and the operating characteristics of electric vehicles, aiming at the problem of large-scale electric vehicle access and insufficient reactive power regulation resources in the distribution network, taking into account the coupling constraints of active and reactive power under multiple types of charging piles for electric vehicles, establish a method for evaluating the controllable capacity of electric vehicles considering the reactive regulation capacity of electric vehicles, and propose how to connect the reactive power constraint to the original model and the impact on the optimality of solving the original problem, evaluate the reactive load of different types of charging piles and give play to the controllability advantages of electric vehicles, guide electric vehicles to control reactive power to respond to reactive power control of the power grid, so as to further study the voltage quality problem of the distribution network.

[0158] Based on the above Figure 2 A detailed description of the reactive power regulation method of an electric vehicle is provided, such as Fig. 9 As shown, Fig.13FIG. 1 is a block diagram of a reactive power regulating device for an electric vehicle according to an exemplary embodiment. Fig.13 As shown, the device comprises:

[0159] The determination module 1310 may be used to determine the charging parameters of the electric vehicle after it is connected to the charging pile based on the type of the charging pile to be connected to the electric vehicle, wherein the charging parameters include a first charging parameter corresponding to active power and a second charging parameter corresponding to reactive power;

[0160] The calculation module 1320 can be used to calculate the feasible region of active power of the electric vehicle during the charging process using the first charging parameter;

[0161] The generating module 1330 may be used to generate a reactive power feasible region of the electric vehicle during the charging process based on the second charging parameter and the active power feasible region;

[0162] The regulating module 1340 may be used to regulate the reactive power of the electric vehicle during the charging process according to the reactive power feasible domain.

[0163] In some embodiments of the present application, the charging pile type includes at least one of a first charging pile, a second charging pile and a third charging pile; the determination module 1310 can be specifically used to: determine the first charging parameter and the second charging parameter of the electric vehicle after it is connected to the first charging pile, the first charging parameter at least includes: the arrival time, the charging end time, the expected state of charge and the maximum charging power of the first charging pile when the electric vehicle is connected to the first charging pile, and the second charging parameter at least includes: the maximum value of the charging reactive power, the maximum value of the discharging reactive power, and the first apparent power capacity that can be transmitted by the first charging pile when the electric vehicle is connected to the first charging pile; or, determine the first charging parameter and the second charging parameter of the electric vehicle after it is connected to the second charging pile, the first charging parameter at least includes: the maximum value of the charging reactive power, the maximum value of the discharging reactive power, and the first apparent power capacity that can be transmitted by the first charging pile. The arrival time when connecting to the second charging pile, the charging end time, the expected state of charge, the maximum negative offset of the state of charge and the maximum positive offset of the state of charge allowed during the charging and discharging process, and the maximum charging power and the maximum discharging power of the second charging pile, the second charging parameter at least includes: the maximum value of the charging reactive power, the maximum value of the discharging reactive power and the second apparent power capacity that can be transmitted by the second charging pile when the electric vehicle is connected to the second charging pile; or, determine the first charging parameter and the second charging parameter of the electric vehicle after connecting to the third charging pile, the first charging parameter at least includes: the arrival time when the electric vehicle is connected to the third charging pile, the charging end time, the expected state of charge and the rated charging power of the third charging pile, and the second charging parameter at least includes: the power factor angle of the third charging pile.

[0164] In some embodiments of the present application, the calculation module 1320 can be specifically used to generate an active power constraint condition of the electric vehicle after connecting to the charging pile based on the first charging parameter; and generate an active power feasible domain of the electric vehicle according to the active power constraint condition.

[0165] In some embodiments of the present application, the generation module 1330 can be used to generate reactive power constraints for the electric vehicle after it is connected to a charging pile based on the second charging parameter; generate coupling constraints for active power and reactive power of the electric vehicle during the charging process based on the second charging parameter; and generate a reactive power feasible domain for the electric vehicle during the charging process based on the active power feasible domain, reactive power constraints and / or coupling constraints.

[0166] In some embodiments of the present application, when generating a reactive power constraint condition for an electric vehicle after connecting to a charging pile based on a second charging parameter, the generating module 1330 can be specifically used to: generate a first reactive power constraint condition after connecting to the first charging pile based on the second charging parameter of the electric vehicle after connecting to the first charging pile, wherein the first reactive power constraint condition is that the reactive power during the parking period is between the maximum value of the charging reactive power and the maximum value of the discharging reactive power; or, generate a second reactive power constraint condition after connecting to the second charging pile based on the second charging parameter of the electric vehicle after connecting to the second charging pile, wherein the second reactive power constraint condition is that the reactive power during the parking period is between the maximum value of the charging reactive power and the maximum value of the discharging reactive power; or, generate a third reactive power constraint condition after connecting to the third charging pile based on the second charging parameter of the electric vehicle after connecting to the third charging pile, wherein the third reactive power constraint condition is that the reactive power during the parking period is a preset multiple of the active power, and the preset multiple is determined according to the power factor angle of the operation of the third charging pile.

[0167] In some embodiments of the present application, Fig.13 As shown, the device further includes: a judgment module 1350;

[0168] The judgment module 1350 may judge whether the type of charging pile to be connected to the electric vehicle is the first charging pile or the second charging pile before the generation module 1330 generates the coupling constraint conditions of the active power and reactive power of the electric vehicle during the charging process based on the second charging parameter; if so, the generation module 1330 is used to generate the coupling constraint conditions of the active power and reactive power of the electric vehicle during the charging process based on the active power feasible domain and the second charging parameter.

[0169] Correspondingly, when generating coupling constraints of active power and reactive power of the electric vehicle during the charging process based on the feasible domain of active power and the second charging parameter, the generation module 1330 can be specifically used to: when judging that the type of charging pile to be connected to the electric vehicle is the first charging pile, based on the second charging parameter of the electric vehicle after connecting to the first charging pile, generate the first coupling constraint of active power and reactive power, the first coupling constraint being the sum of the square values ​​of the active power and reactive power of the first charging pile at the same time, which is less than or equal to the square value of the first apparent power capacity; or, when judging that the type of charging pile to be connected to the electric vehicle is the second charging pile, based on the second charging parameter of the electric vehicle after connecting to the second charging pile, generate the second coupling constraint of active power and reactive power, the second coupling constraint being the sum of the square values ​​of the active power and reactive power of the second charging pile at the same time, which is less than or equal to the square value of the second apparent power capacity.

[0170] In some embodiments of the present application, when generating the reactive power feasible domain of the electric vehicle during the charging process according to the active power feasible domain, the reactive power constraint condition and / or the coupling constraint condition, the generation module 1330 can be specifically used to: when the type of the charging pile to be connected to the charging pile of the electric vehicle is the first charging pile, according to the first reactive power constraint condition, the first coupling constraint condition and the upper bound of the active power feasible domain of the active power feasible domain and the lower bound of the active power feasible domain, calculate the upper bound of the first reactive power feasible domain and the lower bound of the first reactive power feasible domain, and construct the reactive power corresponding to the upper bound of the first reactive power feasible domain and the lower bound of the first reactive power feasible domain. feasible domain; or, when the type of the charging pile to be connected to the charging pile of the electric vehicle is the second charging pile, according to the second reactive power constraint, the second coupling constraint and the upper bound of the active power feasible domain and the lower bound of the active power feasible domain of the active power feasible domain, calculate the upper bound of the second reactive power feasible domain and the lower bound of the second reactive power feasible domain, and construct a reactive power feasible domain corresponding to the upper bound of the second reactive power feasible domain and the lower bound of the second reactive power feasible domain; or, when the type of the charging pile to be connected to the charging pile of the electric vehicle is the third charging pile, construct a reactive power feasible domain including the maximum reactive power of the third charging pile and 0 according to the third reactive power constraint.

[0171] Regarding the device in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0172] The embodiments of the present application can be based on the current situation of prominent reactive power problems in urban distribution networks and the operating characteristics of electric vehicles, aiming at the problem of large-scale electric vehicle access and insufficient reactive power regulation resources in distribution networks, taking into account the coupling constraints of active and reactive power under multiple types of charging piles for electric vehicles, and establishing an electric vehicle controllable capacity evaluation method that considers the reactive power regulation capability of electric vehicles, and proposes how to connect reactive power constraints to the original model and the impact on the optimality of solving the original problem, evaluate the reactive loads of different types of charging piles and give play to the controllability advantages of electric vehicles, guide electric vehicles to control reactive power to respond to reactive power control of the power grid, so as to further study the voltage quality problem of the distribution network.

[0173] The above describes the reactive power regulating device of the electric vehicle according to the embodiment of the present invention from the perspective of the functional module in conjunction with the accompanying drawings. It should be understood that the functional module can be implemented in the form of hardware, can be implemented in the form of software instructions, and can also be implemented by a combination of hardware and software modules. Specifically, the steps of the reactive power regulating method embodiment of the electric vehicle in the embodiment of the present invention can be completed by the hardware integrated logic circuit and / or software instructions in the processor, and the steps of the reactive power regulating method of the electric vehicle applied in conjunction with the embodiment of the present invention can be directly embodied as a hardware decoding processor to execute, or a combination of hardware and software modules in the decoding processor to execute. Optionally, the software module can be located in a mature storage medium in the field such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, an electrically erasable programmable memory, a register, etc. The storage medium is located in the memory, and the processor reads the information in the memory, and completes the steps in the reactive power regulating method embodiment of the above-mentioned electric vehicle in conjunction with its hardware.

[0174] Fig.14 It is a schematic block diagram of an electronic device 1400 according to an embodiment of the present invention.

[0175] like Fig.14 As shown, the electronic device 1400 may include:

[0176] The memory 1410 and the processor 1420, the memory 1410 is used to store the computer program and transmit the program code to the processor 1420. In other words, the processor 1420 can call and run the computer program from the memory 1410 to implement the method in the embodiment of the present invention.

[0177] For example, the processor 1420 may be configured to execute the above method embodiments according to instructions in the computer program.

[0178] In some embodiments of the present invention, the processor 1420 may include but is not limited to:

[0179] General-purpose processor, digital signal processor (DSP), application-specific integrated circuit (ASIC), field programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware components, etc.

[0180] In some embodiments of the present invention, the memory 1410 includes but is not limited to:

[0181] Volatile memory and / or non-volatile memory. Among them, the non-volatile memory can be read-only memory (ROM), programmable ROM (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM) or flash memory. The volatile memory can be random access memory (RAM), which is used as an external cache. By way of example and not limitation, many forms of RAM are available, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link DRAM (SLDRAM) and direct memory bus random access memory (Direct Rambus RAM, DR RAM).

[0182] In some embodiments of the present invention, the computer program may be divided into one or more modules, which are stored in the memory 1410 and executed by the processor 1420 to complete the method provided by the present invention. The one or more modules may be a series of computer program instruction segments capable of completing specific functions, and the instruction segments are used to describe the execution process of the computer program in the controller.

[0183] like Fig.14 As shown, the electronic device 1400 may further include:

[0184] The transceiver 1430 may be connected to the processor 1420 or the memory 1410 .

[0185] The processor 1420 may control the transceiver 1430 to communicate with other devices, specifically, to send data to other devices or receive data sent by other devices. The transceiver 1430 may include a transmitter and a receiver. The transceiver 1430 may further include an antenna, and the number of antennas may be one or more.

[0186] It should be understood that the various components in the electronic device are connected via a bus system, wherein the bus system includes not only a data bus but also a power bus, a control bus and a status signal bus.

[0187] The present invention also provides a computer storage medium having a computer program stored thereon, which, when executed by a computer, enables the computer to perform the method of the above method embodiment. In other words, an embodiment of the present invention also provides a computer program product containing instructions, which, when executed by a computer, enables the computer to perform the method of the above method embodiment.

[0188] When software is used for implementation, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function according to the embodiment of the present invention is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions can be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from a website site, a computer, a server or a data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (Digital Subscriber Line, DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) mode to another website site, computer, server or data center. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or a data center that includes one or more available media integration. The available medium can be a magnetic medium (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a digital video disc (Digital Video Disc, DVD)), or a semiconductor medium (e.g., a solid-state drive (Solid State Disk, SSD)), etc.

[0189] Those skilled in the art will appreciate that the modules and algorithm steps of each example described in conjunction with the embodiments applied herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present invention.

[0190] In the several embodiments provided by the present invention, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the module is only a logical function division. There may be other division methods in actual implementation, such as multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or modules, which can be electrical, mechanical or other forms.

[0191] The modules described as separate components may or may not be physically separated, and the components displayed as modules may or may not be physical modules, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. For example, each functional module in each embodiment of the present application may be integrated into a processing module, or each module may exist physically separately, or two or more modules may be integrated into one module.

[0192] The above are only specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art who is familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in this application, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A reactive power regulation method for an electric vehicle, characterized in that: include: Determining charging parameters of the electric vehicle after connecting to the charging pile based on the type of the charging pile to be connected to the electric vehicle, wherein the charging parameters include a first charging parameter corresponding to active power and a second charging parameter corresponding to reactive power; Calculating the feasible region of active power of the electric vehicle during the charging process using the first charging parameter; Based on the second charging parameter and the active power feasible region, generating a reactive power feasible region of the electric vehicle during the charging process; According to the reactive power feasible region, the reactive power of the electric vehicle during the charging process is adjusted.

2. The charging load adjustment method of an electric vehicle according to claim 1, characterized in that: The charging pile type includes at least one of a first charging pile, a second charging pile and a third charging pile; The determining, based on the type of the charging pile to be connected to the charging pile of the electric vehicle, the charging parameters of the electric vehicle after the electric vehicle is connected to the charging pile includes: Determine a first charging parameter and a second charging parameter of the electric vehicle after it is connected to the first charging pile, wherein the first charging parameter at least includes: the arrival time, charging end time, expected state of charge, and maximum charging power of the first charging pile when the electric vehicle is connected to the first charging pile, and the second charging parameter at least includes: the maximum value of charging reactive power, the maximum value of discharging reactive power, and a first apparent power capacity that can be transmitted by the first charging pile when the electric vehicle is connected to the first charging pile; or Determine the first charging parameter and the second charging parameter of the electric vehicle after connecting to the second charging pile, the first charging parameter at least includes: the arrival time, charging end time, expected state of charge, maximum negative offset and maximum positive offset of the state of charge allowed during the charging and discharging process, and the maximum charging power and maximum discharging power of the second charging pile, the second charging parameter at least includes: the maximum value of charging reactive power and the maximum value of discharging reactive power of the electric vehicle when connecting to the second charging pile, and the second apparent power capacity transmittable by the second charging pile; or, Determine a first charging parameter and a second charging parameter of the electric vehicle after connecting to the third charging pile, wherein the first charging parameter includes at least: an arrival time, a charging end time, an expected state of charge, and a rated charging power of the third charging pile when the electric vehicle connects to the third charging pile, and the second charging parameter includes at least: a power factor angle of the third charging pile.

3. The charging load adjustment method of an electric vehicle according to claim 2, characterized in that: Calculating the feasible region of active power of the electric vehicle during the charging process using the first charging parameter includes: Generating an active power constraint condition of the electric vehicle after connecting to a charging pile based on the first charging parameter; According to the active power constraint condition, an active power feasible region of the electric vehicle is generated.

4. The method according to claim 2, characterized in that: The generating, based on the second charging parameter and the active power feasible region, of the reactive power feasible region of the electric vehicle during the charging process comprises: Generate a reactive power constraint condition of the electric vehicle after connecting to the charging pile based on the second charging parameter; Generate a coupling constraint condition of active power and reactive power of the electric vehicle during charging based on the second charging parameter; A reactive power feasible region of the electric vehicle during charging is generated according to the active power feasible region, the reactive power constraint condition and / or the coupling constraint condition.

5. The method according to claim 4, characterized in that The generating, based on the second charging parameter, a reactive power constraint condition of the electric vehicle after connecting to the charging pile comprises: Based on the second charging parameter of the electric vehicle after connecting to the first charging pile, a first reactive power constraint condition after connecting to the first charging pile is generated, wherein the first reactive power constraint condition is that the reactive power during the parking period is between the maximum value of the charging reactive power and the maximum value of the discharging reactive power; or Based on the second charging parameter of the electric vehicle after connecting to the second charging pile, a second reactive power constraint condition after connecting to the second charging pile is generated, wherein the second reactive power constraint condition is that the reactive power during the parking period is between the maximum value of the charging reactive power and the maximum value of the discharging reactive power; or Based on the second charging parameter of the electric vehicle after connecting to the third charging pile, a third reactive power constraint condition after connecting to the third charging pile is generated, wherein the third reactive power constraint condition is that the reactive power during the parking period is a preset multiple of the active power, and the preset multiple is determined according to the power factor angle of the third charging pile.

6. The method according to claim 5, characterized in that Before generating the coupling constraint condition of the active power and reactive power of the electric vehicle during the charging process based on the second charging parameter, the method further includes: Determine whether the type of the charging pile to be connected to the electric vehicle is the first charging pile or the second charging pile; If yes, then generating coupling constraints of active power and reactive power of the electric vehicle during charging based on the active power feasible region and the second charging parameter; The generating, based on the active power feasible region and the second charging parameter, the coupling constraint condition of the active power and the reactive power of the electric vehicle during the charging process comprises: When it is determined that the type of the charging pile to be connected to the electric vehicle is the first charging pile, a first coupling constraint condition of active power and reactive power is generated based on a second charging parameter of the electric vehicle after connecting to the first charging pile, wherein the first coupling constraint condition is that the sum of the square values ​​of the active power and the reactive power of the first charging pile at the same time is less than or equal to the square value of the first apparent power capacity; or, When it is determined that the type of charging pile to be connected to the electric vehicle is the second charging pile, a second coupling constraint condition of active power and reactive power is generated based on a second charging parameter of the electric vehicle after connecting to the second charging pile, and the second coupling constraint condition is that the sum of the square values ​​of the active power and the reactive power of the second charging pile at the same time is less than or equal to the square value of the second apparent power capacity.

7. The method according to claim 6, characterized in that The generating, according to the active power feasible region, the reactive power constraint condition and / or the coupling constraint condition, the reactive power feasible region of the electric vehicle during the charging process comprises: When the type of the charging pile to be connected to the charging pile of the electric vehicle is the first charging pile, according to the first reactive power constraint condition, the first coupling constraint condition, and the upper bound of the active power feasible domain and the lower bound of the active power feasible domain of the active power feasible domain, the first reactive power feasible domain upper bound and the first reactive power feasible domain lower bound are calculated, and a reactive power feasible domain corresponding to the first reactive power feasible domain upper bound and the first reactive power feasible domain lower bound is constructed; or, When the type of the charging pile to be connected to the charging pile of the electric vehicle is the second charging pile, according to the second reactive power constraint condition, the second coupling constraint condition, and the upper bound and lower bound of the active power feasible domain of the active power feasible domain, the second reactive power feasible domain upper bound and the second reactive power feasible domain lower bound are calculated, and a reactive power feasible domain corresponding to the second reactive power feasible domain upper bound and the second reactive power feasible domain lower bound is constructed; or, When the type of the charging pile to be connected to the charging pile of the electric vehicle is the third charging pile, a reactive power feasible domain including the maximum reactive power value of the third charging pile and 0 is constructed according to the third reactive power constraint condition.

8. A reactive power regulating device for an electric vehicle, characterized in that: include: A determination module, configured to determine, based on the type of the charging pile to be connected to the electric vehicle, the charging parameters of the electric vehicle after the electric vehicle is connected to the charging pile, wherein the charging parameters include a first charging parameter corresponding to active power and a second charging parameter corresponding to reactive power; A calculation module, used for calculating the feasible domain of active power of the electric vehicle during the charging process by using the first charging parameter; A generating module, configured to generate a reactive power feasible region of the electric vehicle during the charging process based on the second charging parameter and the active power feasible region; The regulating module is used to regulate the reactive power of the electric vehicle during the charging process according to the reactive power feasible domain.

9. An electronic device, characterized in that: include: A processor and a memory, the memory being used to store a computer program, and the processor being used to call and run the computer program stored in the memory to execute the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: Used to store a computer program, wherein the computer program causes a computer to execute the method according to any one of claims 1 to 7.

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