Electric vehicle aggregation method and device based on reactive power regulation and electronic equipment

Abstract

The invention provides an electric vehicle aggregation method and device based on reactive power adjustment and electronic equipment, and relates to the technical field of vehicle charging control. Generating an accumulated energy feasible region, an active and reactive power feasible region and coupling constraint conditions of active and reactive power of each electric vehicle in the charging process; aggregation processing is carried out on the multiple electric vehicles, and an accumulated energy feasible region, an active and reactive power feasible region and coupling constraint conditions of active and reactive power corresponding to each aggregation cluster are determined; and performing charging power adjustment on each aggregation cluster based on the accumulated energy feasible region, the active and reactive power feasible region and the coupling constraint condition of the active and reactive power after aggregation. The method can give full play to the adjustable potential of the electric vehicle aggregator in the reactive power balance of the distribution network, and guides the electric vehicles to participate in the operation scheduling of the power grid in a cluster mode.

Description

Technical Field

[0001] The present application relates to the field of vehicle charging control technology, and in particular to an electric vehicle aggregation method, device and electronic equipment based on reactive power regulation. Background Art

[0002] Unlike conventional loads, electric vehicles, as flexible energy storage devices, have great potential to participate in the control and operation of the power grid. After the electric vehicle arrives at the station, it is connected to the charging pile, and the charging pile is only responsible for ensuring that the electric vehicle's charge state meets the requirements at the time of departure. This makes it possible to adjust the charging power to give full play to the flexibility of electric vehicles and participate in the control and operation of the power grid.

[0003] The participation of electric vehicles in reactive power regulation of the power grid is an important means to ensure the reactive power balance and voltage quality of the power grid. However, existing studies have only focused on the active power regulation potential of electric vehicle aggregators, and have not fully considered the reactive power regulation capability of electric vehicle aggregators. In addition, the aggregation method when electric vehicle aggregators participate in reactive power regulation is still imperfect, especially in the aggregation of transmission capacity during active and reactive power coupling. It is difficult to tap the controllable potential of electric vehicle aggregators in the reactive power balance of the distribution network, and the aggregation method needs to be improved when evaluating the reactive power regulation capability of electric vehicles. Summary of the invention

[0004] The present invention provides an electric vehicle aggregation method, device and electronic equipment based on reactive power regulation, which can give full play to the controllable potential of electric vehicle aggregators in reactive power balance of distribution network, guide electric vehicles to participate in power grid operation dispatching in a cluster manner, and reduce the complexity of power grid operation control.

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

[0006] Determine charging parameters of each of the plurality of electric vehicles after being connected to a charging pile;

[0007] Generate a first cumulative energy feasible region, a first active power feasible region, a first reactive power feasible region, and a first coupling constraint condition of active power and reactive power for each electric vehicle during the charging process according to the charging parameters;

[0008] According to the first cumulative energy feasible domain, the first active power feasible domain, the first reactive power feasible domain, and the first coupling constraint condition, a plurality of electric vehicles are aggregated, and a second cumulative energy feasible domain, a second active power feasible domain, a second reactive power feasible domain, and a second coupling constraint condition of active power and reactive power corresponding to each aggregated cluster are determined;

[0009] Based on the second accumulated energy feasible region, the second active power feasible region, the second reactive power feasible region and the second coupling constraint condition, charging power is adjusted for each aggregated cluster.

[0010] In a second aspect, an electric vehicle aggregation device based on reactive power regulation is provided, comprising:

[0011] A determination module, used to determine the charging parameters of each of the multiple electric vehicles after being connected to the charging pile;

[0012] A generation module, used to generate a first cumulative energy feasible domain, a first active power feasible domain, a first reactive power feasible domain, and a first coupling constraint condition of active power and reactive power for each electric vehicle during the charging process according to the charging parameters;

[0013] an aggregation module, configured to aggregate a plurality of electric vehicles according to a first cumulative energy feasible domain, a first active power feasible domain, a first reactive power feasible domain, and a first coupling constraint condition, and determine a second cumulative energy feasible domain, a second active power feasible domain, a second reactive power feasible domain, and a second coupling constraint condition of active power and reactive power corresponding to each aggregated cluster;

[0014] The regulating module is used to regulate the charging power of each aggregated cluster based on the second accumulated energy feasible domain, the second active power feasible domain, the second reactive power feasible domain and the second coupling constraint condition.

[0015] 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.

[0016] 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.

[0017] Through the technical solution provided by the present invention, after determining the charging parameters of each electric vehicle among multiple electric vehicles after connecting to a charging pile, the first cumulative energy feasible domain, the first active power feasible domain, the first reactive power feasible domain, and the first coupling constraint condition of active power and reactive power of each electric vehicle in the charging process can be generated according to the charging parameters; then, according to the first cumulative energy feasible domain, the first active power feasible domain, the first reactive power feasible domain, and the first coupling constraint condition, the multiple electric vehicles are aggregated, and the second cumulative energy feasible domain, the second active power feasible domain, the second reactive power feasible domain, and the second coupling constraint condition corresponding to each aggregated cluster are determined; finally, based on the second cumulative energy feasible domain, the second active power feasible domain, the second reactive power feasible domain, and the second coupling constraint condition, the charging power of each aggregated cluster is adjusted. The technical solution in this application aims at the problem of large-scale electric vehicle access and insufficient reactive power regulation resources in distribution networks, establishes a method for aggregating the reactive power regulation range of electric vehicle aggregators, and proposes a coupling constraint aggregation method for processing active power and reactive power in the power aggregation process, which simplifies the solution scale of a large number of electric vehicles participating in regulation, so as to facilitate further research on reactive power problems and voltage quality problems in new distribution networks. It can give full play to the controllable potential of electric vehicle aggregators in reactive power balance of distribution networks, guide electric vehicles to participate in grid operation and dispatch in a clustered manner, and reduce the complexity of grid operation control.

[0018] 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

[0019] 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.

[0020] Figure 1 An application scenario diagram provided for an embodiment of the present application;

[0021] Figure 2 A schematic flow chart of an electric vehicle aggregation method based on reactive power regulation provided in an embodiment of the present application;

[0022] Figure 3 An example schematic diagram of a reactive power boundary and active / reactive coupling constraint of a second charging pile provided in an embodiment of the present application;

[0023] Figure 4A schematic diagram of an example of power aggregation of three electric vehicles provided in an embodiment of the present application;

[0024] Figure 5 A schematic diagram of an example of the cumulative energy boundary of an aggregator 1 provided in an embodiment of the present application;

[0025] Figure 6 A schematic diagram of an example of active power boundary of an aggregator 1 provided in an embodiment of the present application;

[0026] Figure 7 A schematic diagram of a reactive power boundary example of an aggregator 1 provided in an embodiment of the present application;

[0027] Figure 8 A schematic diagram of an example of active and reactive power coupling constraint of an aggregator 1 provided in an embodiment of the present application;

[0028] Fig. 9 A schematic diagram of an example of the cumulative energy boundary of an aggregation quotient 2 provided in an embodiment of the present application;

[0029] Fig.10 A schematic diagram of an example of active power boundary of an aggregator 2 provided in an embodiment of the present application;

[0030] Fig.11 A schematic diagram of a reactive power boundary example of an aggregator 2 provided in an embodiment of the present application;

[0031] Fig.12 A schematic diagram of an example of active and reactive power coupling constraint of an aggregator 2 provided in an embodiment of the present application;

[0032] Fig.13 A schematic diagram of an example of the cumulative energy boundary of an aggregation quotient 3 provided in an embodiment of the present application;

[0033] Fig.14 A schematic diagram of an example of active power boundary of an aggregator 3 provided in an embodiment of the present application;

[0034] Fig.15 A schematic diagram of a reactive power boundary example of an aggregator 3 provided in an embodiment of the present application;

[0035] Fig.16 A schematic diagram of an example of the cumulative energy boundary of an aggregation quotient 4 provided in an embodiment of the present application;

[0036] Fig.17 A schematic diagram of an example of active power boundary of an aggregator 4 provided in an embodiment of the present application;

[0037] Fig.18 A schematic diagram of a reactive power boundary example of an aggregator 4 provided in an embodiment of the present application;

[0038] Fig.19 A schematic structural diagram of an electric vehicle aggregation device based on reactive power regulation provided in an embodiment of the present application;

[0039] Fig. 20 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0040] 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.

[0041] 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.

[0042] In order to solve the above technical problems, the inventive concept of the present invention is to establish an aggregation method for the reactive power regulation range of electric vehicle aggregators based on the characteristics of the current urban distribution network and the difficulty of aggregating the reactive power of electric vehicles, aiming at the problem of large-scale electric vehicle access and insufficient reactive regulation resources in the distribution network, and propose to aggregate the coupling constraints of active power and reactive power layer by layer in the power aggregation process, and effectively distinguish the differences in aggregation methods under different types of charging piles, simplifying the solution scale of a large number of electric vehicles participating in the regulation, so as to further study the reactive power problem and voltage quality problem of the new distribution network.

[0043] It should be understood that the technical solution of the present invention can be applied to the following scenarios, but is not limited to:

[0044] In some possible implementations, Figure 1 An application scenario diagram provided by an embodiment of the present invention, such as Figure 1 As 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.

[0045] 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 charging parameters of each of the multiple electric vehicles after connecting to the charging pile. Further, the electronic device 110 may receive a response message sent by the network device 120, and the response message includes the charging parameters of each of the multiple electric vehicles after connecting to the charging pile.

[0046] also, Figure 1 An electronic device 110 and a network device 120 are provided as examples, but other numbers of electronic devices and network devices may be included in practice, and the present invention is not limited thereto.

[0047] 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.

[0048] 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:

[0049] Figure 2 A flowchart of an electric vehicle aggregation method based on reactive power regulation provided by an embodiment of the present invention, the method can be 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:

[0050] Step 210: Determine the charging parameters of each of the multiple electric vehicles after the electric vehicle is connected to the charging pile.

[0051] For the embodiment of the present disclosure, determining the charging parameters of each of the multiple electric vehicles after connecting to the charging pile in step 210 of the embodiment may include the following steps:

[0052] Step 210 - 1 : Determine the type of charging pile to which the electric vehicle is connected.

[0053] Among them, the type of charging pile connected to each of the multiple electric vehicles can be the same or different, and the charging pile type includes any 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 externally through this type of charging pile, and its charging and discharging power can be adjusted within the maximum charging power and the maximum discharging 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.

[0054] Step 210 - 2: Based on the type of charging pile, determine the charging parameters of the electric vehicle after it is connected to the charging pile.

[0055] 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 charging station can obtain the first charging parameter, the second charging parameter and the third charging parameter corresponding to the first charging pile. Among them, the first charging parameter 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 may include: the maximum charging reactive power and the maximum discharging reactive power of the electric vehicle when it is connected to the first charging pile. The third charging parameter may include: a first apparent power capacity S that can be transmitted by the first charging pile (1) .

[0056] 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 station can obtain the first charging parameter, the second charging parameter and the third charging parameter corresponding to the second charging pile. The charging parameters 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 may include: the maximum value of charging reactive power and the maximum value of discharging reactive power when the electric vehicle is connected to the second charging pile. The third charging parameter may include: a second apparent power capacity S transmittable by the second charging pile(2) .

[0057] 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 station can obtain the first charging parameter and the second charging parameter corresponding to the third charging pile. The first charging parameter 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 may include: the power factor angle of the third charging pile operation

[0058] Accordingly, for the embodiment of the present disclosure, the embodiment steps may include: determining a first charging parameter, a second charging parameter, and a third 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 state of charge, and maximum charging power of the first charging pile when the electric vehicle is connected to the first charging pile; the second charging parameter at least including: the maximum value of charging reactive power and the maximum value of discharging reactive power when the electric vehicle is connected to the first charging pile; the third charging parameter at least including: the first apparent power capacity that can be transmitted by the first charging pile; or determining the first charging parameter, the second charging parameter, and the third 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 of the electric vehicle when it is connected to the second 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 includes at least: 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; the second charging parameter includes at least: the power factor angle of the third charging pile.

[0059] 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 charging pile type to which each electric vehicle among multiple electric vehicles is connected, the electric vehicle aggregation operation of the subsequent embodiment steps can be performed for the multiple electric vehicles.

[0060] Step 220: Generate a first cumulative energy feasible region, a first active power feasible region, a first reactive power feasible region, and a first coupling constraint condition of active power and reactive power for each electric vehicle during the charging process according to the charging parameters.

[0061] For the embodiment of the present disclosure, generating the first cumulative energy feasible region, the first active power feasible region, the first reactive power feasible region, and the first coupling constraint condition of active power and reactive power for each electric vehicle during the charging process according to the charging parameters in step 220 of the embodiment may include the following steps:

[0062] Step 220-1: Based on the charging pile type and the first charging parameter, generate the active power constraint condition of each electric vehicle when connected to the charging pile, and generate the first cumulative energy feasible domain and the first active power feasible domain of each electric vehicle according to the active power constraint condition.

[0063] For the embodiment of the present disclosure, as a possible implementation, when the charging pile type is the first charging pile, the first active power constraint condition of the first charging pile during the charging process can be first determined based on the first charging parameter, and the first 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. Among them, the first active power constraint condition is composed of the following formulas (1), (2), and (3):

[0064]

[0065] In formula (1) is the charging power during the τ period, Indicates arrival time The cumulative charge at time t is expressed by formula (1) during the parking period. The cumulative charge amount in each period must be within the expected state of charge and non-negative, formula (2) represents the charging end time The state of charge needs to reach the desired state of charge Formula (3) indicates that during the parking period The charging power at each time t At maximum charging power All charging powers in each time period that satisfy formulas (1), (2), and (3) are All are feasible, that is, the charging power at this time At the same time, within the feasible domain of energy and power, the feasible domain is the adjustment range of the charging load of the electric vehicle.

[0066] The method for forming the first cumulative energy feasible domain and the first active power feasible domain is: determining the boundary of the first cumulative energy feasible domain and the boundary of the first active power feasible domain. Further, the first cumulative energy feasible domain corresponding to the upper boundary of the first cumulative energy feasible domain and the lower boundary of the first cumulative energy feasible domain can be constructed, and the first active power feasible domain corresponding to the upper and lower boundaries of the first active power feasible domain can be constructed.

[0067] According to formulas (1), (2), and (3), the mathematical expressions of the upper and lower bounds of the feasible domain of the first cumulative energy and the upper and lower bounds of the feasible domain of the first active power under the first charging pile can be written as formulas (4) to (7):

[0068]

[0069] Formula (4) represents the upper bound of the feasible region of the first cumulative energy: It is the energy trajectory of a single electric vehicle when it is charged at the fastest speed. The fastest charging means that the electric vehicle is connected to the first charging pile and immediately charges at the maximum power. Charge to desired state of charge Then stop charging and wait until Leave. Formula (5) is the lower bound of the feasible region of the first cumulative energy It is the slowest charging energy trajectory of a single electric vehicle. The slowest charging energy trajectory means that the electric vehicle is connected to the first charging pile, stops and waits until "some time" when it is charged at the maximum power. Charge to Here, "a moment" is defined as the time from this moment on with the maximum charging power. Charging, just in Always charge to the desired state of charge Based on the definition of the energy trajectory during the fastest charging and the energy trajectory during the slowest charging, it can be concluded that the upper bound of the feasible domain of the first cumulative energy of the electric vehicle is formula (4), and the lower bound of the feasible domain of the first cumulative energy is formula (5). Formulas (6) and (7) are the upper and lower bounds of the feasible domain of the first active power, respectively representing the maximum charging power and the minimum charging power of the electric vehicle 0.

[0070] For the embodiment of the present disclosure, as another possible implementation, when the charging pile type is the second charging pile, the second active power constraint of the second charging pile during the charging process can be first determined based on the first charging parameter of the second charging pile, and the second active power constraint includes: the cumulative charge 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 discharging power. Among them, the second active power constraint is composed of the following formulas (8), (9), and (10):

[0071]

[0072] In formula (8), is the charge and discharge power in the τ period, Indicates arrival time The cumulative charge capacity at time t is expressed by formula (8) during the parking period. The accumulated charge in each period must be within the maximum negative and positive deviation of the allowed state of charge. - ,e + In the formula (9), when leaving The state of charge needs to reach the desired state of charge Formula (10) indicates that during the parking period Charging power at each time period t At maximum charging power With maximum discharge power Here, the power is negative when discharging. The charging power of all time periods that satisfy formulas (8), (9), and (10) is All are feasible, that is, the charging power at this time At the same time, within the feasible domain of energy and power, the feasible domain is the adjustment range of the charging load of the electric vehicle.

[0073] The method for forming the first cumulative energy feasible domain and the first active power feasible domain is: determining the boundary of the first cumulative energy feasible domain and the boundary of the first active power feasible domain. Further, the first cumulative energy feasible domain corresponding to the upper boundary of the first cumulative energy feasible domain and the lower boundary of the first cumulative energy feasible domain can be constructed, and the first active power feasible domain corresponding to the upper and lower boundaries of the first active power feasible domain can be constructed.

[0074] According to formulas (8), (9), and (10), the mathematical expressions of the upper and lower bounds of the feasible domain of the first cumulative energy and the upper and lower bounds of the feasible domain of the first active power under the second charging pile can be written as formulas (11) to (14):

[0075]

[0076]

[0077] Among them, formula (11) represents the upper bound of the feasible region of the first cumulative energy It is the energy trajectory of a single electric vehicle when it is charged at the fastest speed. The fastest charging means that the electric vehicle is connected to the second charging pile and immediately charges at the maximum power. Charge to the maximum state of charge e + , stop and wait, at a certain moment, discharge at maximum power Discharge to Leave. Here "a certain moment" is defined as the state of charge e from this moment + At maximum discharge power Discharge, just in Discharge to the expected value at any time Formula (12) is the lower bound of the feasible region of the first cumulative energy: It is the energy trajectory of a single electric vehicle when charging at the slowest speed. The slowest charging means that the electric vehicle is connected to the second charging pile and discharges at the maximum power. Discharge to minimum state of charge -e - , stop and wait, and charge at maximum power at a certain time Here, "a moment" is defined as the time from the moment of charge state -e - At maximum charging power Charging, just in Always charge to the desired value Based on the definition of the energy trajectory during the fastest charging and the energy trajectory during the slowest charging, it can be concluded that the upper bound of the feasible domain of the first cumulative energy of the electric vehicle is formula (11), and the lower bound of the feasible domain of the first cumulative energy is formula (12). Formulas (13) and (14) are the upper and lower bounds of the feasible domain of the first active power, respectively representing the maximum charging power and the maximum discharging power of the electric vehicle.

[0078] For the embodiment of the present disclosure, as another possible implementation, when the charging pile type is the third charging pile, the third power constraint condition of the third charging pile during the charging process can be first determined based on the first charging parameter of the third charging pile, and the third 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 the rated charging power of the third charging pile or 0. Among them, the third power constraint condition is composed of the following formulas (15), (16), and (17):

[0079]

[0080] In formula 15, is the charge and discharge power in the τ period, Arrival time The cumulative charge at time t, formula 15 represents the amount of charge during the parking period The cumulative charge amount in each period must be within the expected state of charge and non-negative, formula (16) represents the charging end time The state of charge needs to reach the desired state of charge Formula (17) indicates that during the parking period Charging power at each time period t The rated charging power of the third charging pile is Or 0. All charging powers in each time period that satisfy formulas (15), (16), and (17) at the same time are All are feasible, that is, the charging power at this time At the same time, the accumulated energy is within the feasible domain and the value satisfies the feasible power value. The feasible domain of the accumulated energy and the feasible power value are the adjustment range of the charging load of the electric vehicle.

[0081] The method for forming the first cumulative energy feasible domain and the first active power feasible domain is: determining the boundary of the first cumulative energy feasible domain and the first active power value (i.e., the target charging power). Further, the first cumulative energy feasible domain corresponding to the upper boundary of the first cumulative energy feasible domain and the lower boundary of the first cumulative energy feasible domain can be constructed, and the first active power feasible domain including the first active power value can be constructed.

[0082] According to formulas (15) and (16), the mathematical expressions of the upper and lower bounds of the feasible region of the first cumulative energy under the third charging pile can be written as formulas (18) and (19):

[0083]

[0084] Among them, formula (18) represents the upper bound of the feasible region of the first cumulative energy It is the energy trajectory of a single electric vehicle when it is charged at the fastest speed. The fastest charging means that the electric vehicle is connected to the third charging pile and immediately charges at the rated power of the third charging pile.

[0085] Charge to desired state of charge Then stop charging and wait until Leave. Formula (19) is the lower bound of the feasible region of the first cumulative energy It is the slowest charging energy trajectory of a single electric vehicle. The slowest charging energy trajectory means that the electric vehicle is connected to the third charging pile, stops and waits until "some time" at the rated power of the third charging pile. Charge to Here "a moment" is defined as the moment when the rated power Charging, just in Always charge to the desired state of charge Based on the definitions of the energy trajectory during the fastest charging and the energy trajectory during the slowest charging, it can be concluded that the upper bound of the feasible domain of the first cumulative energy of the electric vehicle is formula (18), and the lower bound of the feasible domain of the first cumulative energy is formula (18).

[0086] Since the third charging pile can only control the start and stop state, the charging power has only two values, the rated power Or 0, that is, the first active power value is expressed as:

[0087]

[0088] Step 220-2: Based on the charging pile type and the second charging parameter, generate a reactive power constraint condition for each electric vehicle when it is connected to the charging pile, and generate a first reactive power feasible domain for each electric vehicle according to the reactive power constraint condition.

[0089] For the embodiment of the present disclosure, as a possible implementation, when the charging pile type is a first charging pile, a first reactive power constraint condition of the electric vehicle after connecting to the charging pile can be generated based on the second charging parameter of the first charging pile. The first reactive power constraint condition can be formed by the following formula (21):

[0090]

[0091] In formula (21) 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.

[0092] Further, the upper bound and the lower bound of the first reactive power feasible domain of each electric vehicle can be generated according to the first reactive power constraint condition, and the first reactive power feasible domain corresponding to the upper bound and the lower bound of the first reactive power feasible domain can be constructed.

[0093] 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 (22) and formula (23):

[0094]

[0095] Formula (22) and formula (23) are respectively the upper bound and the lower bound of the feasible region of the first reactive power when the electric vehicle is connected to the second charging pile.

[0096] 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 of the second charging pile. The second reactive power constraint condition can be formed by the following formula (24):

[0097]

[0098] In formula (24) 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.

[0099] Further, the upper bound of the first reactive power feasible domain and the lower bound of the first reactive power feasible domain for each electric vehicle can be generated according to the second reactive power constraint condition, and the first 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.

[0100] 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 (25) and formula (26):

[0101]

[0102] Formula (25) and formula (26) are respectively the upper bound and the lower bound of the feasible region of the first reactive 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 a third charging pile, a third reactive power constraint condition of the electric vehicle after connecting to the charging pile can be generated based on the second charging parameter of the third charging pile. The third reactive power constraint condition is formed by the following formula (27):

[0104]

[0105] 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.

[0106] Further, the first reactive power value of each electric vehicle can be generated according to the third reactive power constraint condition, and a first reactive power feasible domain including the first reactive power value can be constructed. Specifically, when the charging pile type of the charging pile to be connected to the electric vehicle is the third charging pile, the first reactive power feasible domain including the maximum reactive power value of the third charging pile and 0 can be constructed according to the third reactive power constraint condition.

[0107] Step 220-3: When the charging pile type is the first charging pile or the second charging pile, generate a first coupling constraint condition of active power and reactive power based on the third charging parameter.

[0108] 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, the first coupling constraint condition of active power and reactive power can be generated based on the second charging parameter of the electric vehicle after connecting to the first charging pile. 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, 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.

[0109] For the embodiment of the present disclosure, as another possible implementation method, when it is determined that the type of charging pile to be connected to the electric vehicle is the second charging pile, the first coupling constraint condition of active power and reactive power can be generated based on the third charging parameter of the electric vehicle after connecting to the second charging pile. The first 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, 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.

[0110] Correspondingly, for the embodiments of the present disclosure, the steps of the embodiments may include: when it is determined that the type of charging pile to be connected to the electric vehicle is a first charging pile, based on the third charging parameter of the electric vehicle after connecting to the first charging pile, generating a first coupling constraint condition of active power and reactive power, the first coupling constraint condition 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 it is determined that the type of charging pile to be connected to the electric vehicle is a second charging pile, based on the third charging parameter of the electric vehicle after connecting to the second charging pile, generating a first coupling constraint condition of active power and reactive power, the first coupling constraint condition 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.

[0111] Step 230: Aggregate multiple electric vehicles according to the first cumulative energy feasible domain, the first active power feasible domain, the first reactive power feasible domain, and the first coupling constraint, and determine the second cumulative energy feasible domain, the second active power feasible domain, the second reactive power feasible domain, and the second coupling constraint of active power and reactive power corresponding to each aggregated cluster.

[0112] For the embodiment of the present disclosure, step 230 may include the following steps:

[0113] Step 230-1: Aggregate multiple electric vehicles according to the type of charging piles to obtain at least one aggregated cluster, each of which includes at least two electric vehicles connected to the same type of charging piles.

[0114] Step 230 - 2 : Aggregate the first cumulative energy feasible regions of at least two electric vehicles to obtain a second cumulative energy feasible region corresponding to each aggregated cluster.

[0115] For the disclosed embodiment, step 230-2 of the embodiment may include: determining a first cumulative energy boundary corresponding to a first cumulative energy feasible domain for each of at least two electric vehicles; accumulating the first cumulative energy boundaries corresponding to at least two electric vehicles to obtain a second cumulative energy boundary; and constructing a second cumulative energy feasible domain corresponding to the second cumulative energy boundary. The first cumulative energy boundary may include a first cumulative energy upper bound and a first cumulative energy lower bound; and the second cumulative energy boundary may include a second cumulative energy upper bound and a second cumulative energy lower bound.

[0116] For the electric vehicles in the aggregated cluster corresponding to the first charging pile, the second charging pile and the third charging pile, the first accumulated energy upper bound and the first accumulated energy lower bound of each electric vehicle in the aggregated cluster are determined according to the steps of the above embodiment, which can be recorded as:

[0117]

[0118] Among them, N represents the number of electric vehicles in the aggregated cluster, n represents the index of the electric vehicle in the cluster, and i represents the type of connected charging pile, which can be 1, 2, or 3. When i is 1, it indicates that the type of connected charging pile is the first charging pile; when i is 2, it indicates that the type of connected charging pile is the second charging pile; when i is 3, it indicates that the type of connected charging pile is the third charging pile.

[0119] By summing the first cumulative energy boundaries of all electric vehicles in the aggregated cluster, the second cumulative energy upper bound and the second cumulative energy lower bound of the aggregated cluster can be determined as:

[0120]

[0121] In the formula, are the second upper bound and the second lower bound of the cumulative energy of the aggregated cluster, respectively.

[0122] Step 230 - 3 , aggregate the first active power feasible domains of at least two electric vehicles to obtain a second active power feasible domain corresponding to the aggregated cluster.

[0123] For the disclosed embodiment, step 230-3 of the embodiment may include: determining a first active power boundary or a first active power value corresponding to a first active power feasible domain of each of at least two electric vehicles; accumulating the first active power boundaries or first active power values ​​corresponding to at least two electric vehicles to obtain a second active power boundary or a second active power value; and constructing a second reactive power feasible domain corresponding to the second active power boundary or the second active power value. The first active power boundary may include a first active power upper bound and a first active power lower bound; and the second active power boundary may include a second active power upper bound and a second active power lower bound.

[0124] For the electric vehicles in the aggregated cluster corresponding to the first charging pile and the second charging pile, the first active power upper bound and the first active power lower bound of each electric vehicle in the aggregated cluster are determined according to the steps of the above embodiment, which can be recorded as:

[0125]

[0126] By summing the first active power upper bound and the first active power lower bound of all electric vehicles in the aggregated cluster, the second active power upper bound and the second active power lower bound of the aggregated cluster can be determined as follows:

[0127]

[0128] In the formula, are the second upper bound and the second lower bound of the active power of the aggregated cluster, respectively. N represents the number of electric vehicles in the aggregated cluster, n represents the index of the electric vehicle in the aggregated cluster, and i represents the type of the connected charging pile, which can be 1 or 2. When i is 1, it indicates that the type of the connected charging pile is the first charging pile; when i is 2, it indicates that the type of the connected charging pile is the second charging pile.

[0129] For the third charging pile, since the first active power value of a single electric vehicle can only be 0 or Therefore, the first active power values ​​corresponding to all electric vehicles in the cluster can be accumulated to obtain the second active power value:

[0130]

[0131] Among them, n t Is an integer variable.

[0132] Step 230 - 4 : Aggregate the first reactive power feasible domains of at least two electric vehicles to obtain a second reactive power feasible domain corresponding to the aggregated cluster.

[0133] For the disclosed embodiment, step 230-4 of the embodiment may include: determining a first reactive power boundary or a first reactive power value corresponding to a first reactive power feasible domain for each of at least two electric vehicles; accumulating the first reactive power boundaries or the first reactive power values ​​corresponding to at least two electric vehicles to obtain a second reactive power boundary or a second reactive power value; constructing a second reactive power feasible domain corresponding to the second reactive power boundary or the second reactive power value. The first reactive power boundary may include a first reactive power upper bound and a first reactive power lower bound; the second reactive power boundary may include a second reactive power upper bound and a second reactive power lower bound.

[0134] For the electric vehicles in the aggregated cluster corresponding to the first charging pile and the second charging pile, the first reactive power upper bound and the first reactive power lower bound of each electric vehicle in the aggregated cluster are determined according to the steps of the above embodiment, which can be expressed as:

[0135]

[0136] By summing the first reactive power upper bound and the first reactive power lower bound of all electric vehicles in the aggregated cluster, the second reactive power upper bound and the second reactive power lower bound of the aggregated cluster can be determined as:

[0137]

[0138] In the formula, are the second reactive power upper bound and the second reactive power lower bound of the aggregated cluster, respectively. N represents the number of electric vehicles in the aggregated cluster, n represents the index of the electric vehicle in the aggregated cluster, and i represents the type of connected charging pile, which can be 1 or 2. When i is 1, it indicates that the type of connected charging pile is the first charging pile; when i is 2, it indicates that the type of connected charging pile is the second charging pile.

[0139] For the third charging pile, since the first active power value of a single electric vehicle can only be 0 or Therefore, the first reactive power value of each electric vehicle can be calculated according to the first active power value of each electric vehicle in the aggregated cluster, and then the first reactive power values ​​corresponding to at least two electric vehicles are accumulated to obtain the second reactive power value:

[0140]

[0141] In the formula, is the second active power value of the aggregated cluster, is the second reactive power value of the aggregated cluster.

[0142] Step 230-5: When the charging pile type to which the electric vehicle is connected is the first charging pile or the second charging pile, first coupling constraint conditions of at least two electric vehicles are aggregated to obtain second coupling constraint conditions corresponding to the aggregated cluster.

[0143] For the embodiment of the present disclosure, step 230-5 of the embodiment may include: when the charging pile type of the charging pile connected to the electric vehicle is the first charging pile or the second charging pile, determining the first coupling constraint value corresponding to the first coupling constraint condition, wherein the first coupling constraint value is the first apparent power capacity or the second apparent power capacity; accumulating the first coupling constraint values ​​corresponding to at least two electric vehicles to obtain the second coupling constraint value, and constructing the second coupling constraint condition corresponding to the second coupling constraint value.

[0144] Assume that the transmission capacity (apparent power limit) of the charging piles connected to the three electric vehicles is S1, S2, S3, and the corresponding transmitted active power and reactive power are p1, p2, p3 and q1, q2, q3 respectively. The first coupling constraint condition of each charging pile is:

[0145]

[0146] After the three electric vehicles are aggregated, the aggregated active power p a , reactive power q a satisfy:

[0147] p a =p1+p2+p3

[0148] q a =q1+q2+q3

[0149] Depend on Figure 3 It can be seen that the active power p after aggregation a , reactive power q a The maximum value must be less than S1+S2+S3, so the aggregated active and reactive power meets the second coupling constraint:

[0150]

[0151] Step 240: Based on the second accumulated energy feasible region, the second active power feasible region, the second reactive power feasible region and the second coupling constraint condition, the charging power of each aggregated cluster is adjusted.

[0152] For the embodiments of the present disclosure, the cumulative energy value, active power value, and reactive power value at each moment in the aggregated cluster can be determined based on the second cumulative energy feasible domain, the second active power feasible domain, and the second reactive power feasible domain, and the active power value and the reactive power value need to satisfy the second coupling constraint condition; further, based on the determined cumulative energy value, active power value, and reactive power value, the charging power of each aggregated cluster can be adjusted in real time.

[0153] To facilitate the understanding of this solution, the following examples are given here to illustrate the technical solution in this application:

[0154] Consider four aggregators, and the types of charging piles installed are the first charging pile, the second charging pile, the third charging pile, and the third charging pile. The aggregation of all vehicles from dusk to the next morning is studied. The period is 17:00-8:30 the next day. There are 1,000 electric vehicles in aggregators 1, 2, and 3. Aggregator 4 is small in scale, with only 10 electric vehicles. The maximum charging power of the charging pile of aggregator 1 is 10kW, and the upper limit of apparent power is 10kVA. The maximum charging power of the charging pile of aggregator 2 is 10kW, the maximum discharge power is 6kVar, and the upper limit of apparent power is 12kVA. The power factor of the charging pile in aggregator 3 is fixed, which is The arrival and departure times of electric vehicles are random. The arrival time satisfies the normal distribution of N(19,1) and is cut off between 17:00-21:00. The departure time satisfies the normal distribution of N(7.5,0.25) and is cut off between 6:30-8:30. The initial state of charge of the vehicle satisfies the normal distribution of N(0.3,0.25) and is cut off between 0.1-0.4. The expected state of charge is above 0.9 and the battery capacity is 100kWh.

[0155] The accumulated energy-power diagram and active and reactive power constraints of each electric vehicle are obtained through steps 210 and 220. Finally, the electric vehicles of the three aggregators are aggregated respectively according to steps 230 and 240, so as to obtain the controllable potential of each aggregator.

[0156] Scene 1

[0157] Aggregator 1 runs under the following constraints after aggregation:

[0158]

[0159] Where t0 is the starting time period of a charging station scheduling cycle, is the active and reactive power absorbed by aggregator 1 at time τ, are the maximum and minimum values ​​of the aggregated energy of the quotient 1 (i.e., the second feasible domain boundary of the accumulated energy), the maximum and minimum values ​​of the active power (i.e., the second feasible domain boundary of the active power), and the maximum and minimum values ​​of the reactive power (i.e., the second feasible domain boundary of the reactive power), respectively. Figure 5 , Figure 6 and Figure 7 Sure, is the charging pile transmission capacity connected to the i-th electric vehicle in aggregator 1, and the second coupling constraint is as follows: Figure 8 .

[0160] Scene 2

[0161] The aggregated power boundary of quotient 2 (i.e., the second cumulative energy feasible domain boundary), the active power boundary (i.e., the second active power feasible domain boundary), and the reactive power boundary (i.e., the second reactive power feasible domain boundary) are respectively as follows: Fig. 9 , Fig.10 , Fig.11 As shown, the second coupling constraint is Fig.12 As shown, the constraints after aggregation are:

[0162]

[0163] Where t0 is the starting time period of a charging station scheduling cycle, is the active and reactive power absorbed by aggregator 2 at time τ, They are the maximum and minimum values ​​of the accumulated energy, active power, and reactive power of aggregator 2, respectively. The capacity transmitted by the charging pile to which the i-th EV in aggregator 2 is connected.

[0164] Scene 3

[0165] Aggregator 3 runs under the following constraints after aggregation:

[0166]

[0167] is the active and reactive power absorbed by the aggregator at time τ, They are respectively the maximum and minimum values ​​of the accumulated energy of the aggregate quotient 3 (i.e., the second accumulated energy feasible domain boundary), the maximum and minimum values ​​of the active power (i.e., the second active power feasible domain boundary), and the maximum and minimum values ​​of the reactive power (i.e., the second reactive power feasible domain boundary), as shown in Fig.13 , Fig.14 , Fig.15 As shown. Unlike before, in actual operation The value of is discrete. Assuming that the rated power of each charging pile is equal, Only can take An integer multiple of . Since the charging piles of aggregator 3 are slow charging piles, the occasions where slow charging piles are installed generally ensure that one slow charging pile is guaranteed for each parking space, and the number of charging piles is large and the coverage is wide. When these charging piles and their electric vehicles are used as an aggregator, the error caused by approximating discrete values ​​using continuous variables, the active power error can be compensated by the energy storage device, and the reactive power error is small and can be ignored. This treatment can greatly reduce the number of variables after aggregation and the complexity of solution.

[0168] Scene 4

[0169] The maximum and minimum values ​​of the accumulated energy of the aggregate quotient 4 (i.e., the feasible boundary of the second accumulated energy domain) are as follows: Fig.16 As shown, the constraints after aggregation are:

[0170]

[0171] The number of electric vehicles in the aggregator is small, and using a continuous variable to represent the aggregator power will cause a large error.

[0172] is the active power absorbed by aggregator 4 at time τ, which has a discrete value and must satisfy Fig.17 The middle curve is represented by an integer variable in specific operations. The reactive power only needs to be the active power multiplied by the fixed power factor angle.

[0173]

[0174] Reactive power value is Fig.18 shown.

[0175] By treating charging piles that can only control start and stop separately according to the size of the electric vehicle collection, electric vehicles can be aggregated more efficiently and conveniently and used in the power grid operation and control model.

[0176] In summary, the technical solution in this application aims at the problem of large-scale electric vehicle access and insufficient reactive power regulation resources in distribution networks, establishes an aggregation method for the reactive power regulation range of electric vehicle aggregators, and proposes a coupling constraint aggregation method for processing active power and reactive power in the power aggregation process, which simplifies the solution scale of a large number of electric vehicles participating in regulation, so as to facilitate further research on reactive power problems and voltage quality problems in new distribution networks. It can give full play to the controllable potential of electric vehicle aggregators in the reactive power balance of distribution networks, guide electric vehicles to participate in grid operation and dispatch in a clustered manner, and reduce the complexity of grid operation control.

[0177] Based on the above Figure 2 A detailed description of the EV aggregation method based on reactive power regulation is provided, such as Fig.19 As shown, Fig.19 FIG. 1 is a structural block diagram of an electric vehicle aggregation device based on reactive power regulation according to an exemplary embodiment. Fig.19 As shown, the device comprises:

[0178] The determination module 1910 may be used to determine the charging parameters of each electric vehicle among the plurality of electric vehicles after being connected to the charging pile;

[0179] A generating module 1920, which can be used to generate a first cumulative energy feasible region, a first active power feasible region, a first reactive power feasible region, and a first coupling constraint condition of active power and reactive power for each electric vehicle during the charging process according to the charging parameters;

[0180] Aggregation module 1930, which can be used to aggregate multiple electric vehicles according to the first cumulative energy feasible domain, the first active power feasible domain, the first reactive power feasible domain, and the first coupling constraint condition, and determine the second cumulative energy feasible domain, the second active power feasible domain, the second reactive power feasible domain, and the second coupling constraint condition of active power and reactive power corresponding to each aggregated cluster;

[0181] The adjustment module 1940 may be configured to adjust the charging power of each aggregated cluster based on the second cumulative energy feasible domain, the second active power feasible domain, the second reactive power feasible domain, and the second coupling constraint condition.

[0182] In some embodiments of the present application, the determination module 1910 can be specifically used to determine the type of charging pile to which the electric vehicle is connected, and the charging pile type includes 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 the electric vehicle and allows the electric vehicle 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; 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; based on the charging pile type, determine the charging parameters of the electric vehicle after it is connected to the charging pile.

[0183] In some embodiments of the present application, when determining the charging parameters of the electric vehicle after connecting to the charging pile based on the type of charging pile, the determination module 1910 can be specifically used to determine the first charging parameter, the second charging parameter and the third charging parameter of the electric vehicle after connecting to the first charging pile, and 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; the second charging parameter at least includes: the maximum value of the charging reactive power and the maximum value of the discharging reactive power when the electric vehicle is connected to the first charging pile; the third charging parameter at least includes: the first apparent power capacity that can be transmitted by the first charging pile; or, determine the first charging parameter, the second charging parameter and the third charging parameter of the electric vehicle after connecting to the second charging pile, and the first charging parameter at least includes: The arrival time, charging end 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, and the maximum charging power and maximum discharging power of the second charging pile when the electric vehicle is connected to the second charging pile; the second charging parameter includes at least: the maximum value of the charging reactive power and the maximum value of the discharging reactive power when the electric vehicle is connected to the second charging pile; the third charging parameter includes at least: the second apparent power capacity that can be transmitted by 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 includes at least: the arrival time, charging end time, expected state of charge and rated charging power of the third charging pile when the electric vehicle is connected to the third charging pile; the second charging parameter includes at least: the power factor angle of the third charging pile.

[0184] In some embodiments of the present application, the generation module 1920 can be specifically used to generate an active power constraint condition for each electric vehicle when connected to the charging pile based on the charging pile type and the first charging parameter, and generate a first cumulative energy feasible domain and a first active power feasible domain for each electric vehicle according to the active power constraint condition; generate a reactive power constraint condition for each electric vehicle when connected to the charging pile based on the charging pile type and the second charging parameter, and generate a first reactive power feasible domain for each electric vehicle according to the reactive power constraint condition; when the charging pile type is the first charging pile or the second charging pile, generate a first coupling constraint condition for active power and reactive power based on the third charging parameter.

[0185] In some embodiments of the present application, when the type of charging pile to which the electric vehicle is connected is the first charging pile or the second charging pile, the generation module 1920 can be specifically used to generate a first coupling constraint condition of active power and reactive power based on a third charging parameter of the electric vehicle after connecting to the first charging pile when judging that the type of charging pile to which the electric vehicle is to be connected is the first charging pile, 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 judging that the type of charging pile to which the electric vehicle is to be connected is the second charging pile, based on the third charging parameter of the electric vehicle after connecting to the second charging pile, the first coupling constraint condition of active power and reactive power is generated, the first 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.

[0186] In some embodiments of the present application, the aggregation module 1930 can be specifically used to aggregate multiple electric vehicles according to the type of charging pile to obtain at least one aggregated cluster, each aggregated cluster containing at least two electric vehicles connected to the same type of charging pile; aggregating the first cumulative energy feasible domain of at least two electric vehicles to obtain the second cumulative energy feasible domain corresponding to each aggregated cluster; aggregating the first active power feasible domain of at least two electric vehicles to obtain the second active power feasible domain corresponding to the aggregated cluster; aggregating the first reactive power feasible domain of at least two electric vehicles to obtain the second reactive power feasible domain corresponding to the aggregated cluster; when the charging pile type of the electric vehicle connected to the charging pile is the first charging pile or the second charging pile, aggregating the first coupling constraints of at least two electric vehicles to obtain the second coupling constraints corresponding to the aggregated cluster.

[0187] In some embodiments of the present application, when aggregating the first cumulative energy feasible domain of at least two electric vehicles to obtain the second cumulative energy feasible domain corresponding to the aggregated cluster, the aggregation module 1930 can be specifically used to determine the first cumulative energy boundary of each electric vehicle in at least two electric vehicles corresponding to the first cumulative energy feasible domain; accumulate the first cumulative energy boundaries corresponding to at least two electric vehicles to obtain the second cumulative energy boundary; construct a second cumulative energy feasible domain corresponding to the second cumulative energy boundary; when aggregating the first active power feasible domain of at least two electric vehicles to obtain the second active power feasible domain corresponding to the aggregated cluster, the aggregation module 1930 can be specifically used to determine the first active power boundary or the first active power value of each electric vehicle in at least two electric vehicles corresponding to the first active power feasible domain; accumulate the first active power boundaries or the first active power values ​​corresponding to at least two electric vehicles to obtain the second active power boundary or the second active power value; and construct a second reactive power feasible domain corresponding to the second active power boundary or the second active power value. When aggregating the first reactive power feasible domain of at least two electric vehicles to obtain the second reactive power feasible domain corresponding to the aggregated cluster, the aggregation module 1930 can be specifically used to determine the first reactive power boundary or the first reactive power value corresponding to the first reactive power feasible domain of each of the at least two electric vehicles; accumulate the first reactive power boundary or the first reactive power value corresponding to the at least two electric vehicles to obtain the second reactive power boundary or the second reactive power value; and construct the second reactive power feasible domain corresponding to the second reactive power boundary or the second reactive power value. When the charging pile type of the electric vehicle connected to the charging pile is the first charging pile or the second charging pile, aggregating the first coupling constraint conditions of at least two electric vehicles to obtain the second coupling constraint conditions corresponding to the aggregated cluster, the aggregation module 1930 can be specifically used to determine the first coupling constraint value corresponding to the first coupling constraint condition when the charging pile type of the electric vehicle connected to the charging pile is the first charging pile or the second charging pile, wherein the first coupling constraint value is the first apparent power capacity or the second apparent power capacity; accumulate the first coupling constraint values ​​corresponding to the at least two electric vehicles to obtain the second coupling constraint value, and construct the second coupling constraint condition corresponding to the second coupling constraint value.

[0188] 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.

[0189] The embodiment of the present application establishes an aggregation method for the reactive power regulation range of electric vehicle aggregators, proposes a coupling constraint aggregation method for processing active power and reactive power in the power aggregation process, simplifies the solution scale of a large number of electric vehicles participating in the regulation, and facilitates further research on the reactive power problem and voltage quality problem of the new distribution network. It can give full play to the adjustable potential of electric vehicle aggregators in the reactive power balance of the distribution network, guide electric vehicles to participate in the operation and dispatch of the power grid in a cluster manner, and reduce the complexity of the operation and control of the power grid.

[0190] In the above, the electric vehicle aggregation device based on reactive power regulation according to the embodiment of the present invention is described from the perspective of functional modules in combination with the accompanying drawings. It should be understood that the functional module can be implemented in hardware form, can be implemented in software form, or can be implemented in combination with hardware and software modules. Specifically, the steps of the electric vehicle aggregation method based on reactive power regulation in the embodiment of the present invention can be completed by the hardware integrated logic circuit and / or software form instructions in the processor, and the steps of the electric vehicle aggregation method based on reactive power regulation applied in combination 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 above-mentioned electric vehicle aggregation method embodiment based on reactive power regulation in combination with its hardware.

[0191] Fig. 20 It is a schematic block diagram of an electronic device 2000 according to an embodiment of the present invention.

[0192] like Fig. 20 As shown, the electronic device 2000 may include:

[0193] The memory 2010 and the processor 2020, the memory 2010 is used to store the computer program and transmit the program code to the processor 2020. In other words, the processor 2020 can call and run the computer program from the memory 2010 to implement the method in the embodiment of the present invention.

[0194] For example, the processor 2020 may be used to execute the above method embodiments according to the instructions in the computer program.

[0195] In some embodiments of the present invention, the processor 2020 may include but is not limited to:

[0196] 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.

[0197] In some embodiments of the present invention, the memory 2010 includes but is not limited to:

[0198] 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).

[0199] In some embodiments of the present invention, the computer program may be divided into one or more modules, which are stored in the memory 2010 and executed by the processor 2020 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.

[0200] like Fig. 20 As shown, the electronic device 2000 may further include:

[0201] The transceiver 2030 may be connected to the processor 2020 or the memory 2010 .

[0202] The processor 2020 may control the transceiver 2030 to communicate with other devices, specifically, to send data to other devices or receive data sent by other devices. The transceiver 2030 may include a transmitter and a receiver. The transceiver 2030 may further include an antenna, and the number of antennas may be one or more.

[0203] 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.

[0204] 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.

[0205] 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.

[0206] 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.

[0207] 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.

[0208] 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.

[0209] 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. An electric vehicle aggregation method based on reactive power regulation, characterized in that: include: Determine charging parameters of each of the plurality of electric vehicles after being connected to a charging pile; Generating a first cumulative energy feasible region, a first active power feasible region, a first reactive power feasible region, and a first coupling constraint condition of active power and reactive power for each electric vehicle during the charging process according to the charging parameters; According to the first cumulative energy feasible domain, the first active power feasible domain, the first reactive power feasible domain, and the first coupling constraint condition, the plurality of electric vehicles are aggregated, and a second cumulative energy feasible domain, a second active power feasible domain, a second reactive power feasible domain, and a second coupling constraint condition of active power and reactive power corresponding to each aggregated cluster are determined; Based on the second accumulated energy feasible region, the second active power feasible region, the second reactive power feasible region, and the second coupling constraint condition, charging power is adjusted for each aggregated cluster.

2. The method according to claim 1, characterized in that The step of determining the charging parameters of each of the plurality of electric vehicles after being connected to a charging pile includes: Determine the type of charging pile to which the electric vehicle is connected, the charging pile type including 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 the electric vehicle and allows the electric vehicle 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 discharging power; the third charging pile is a charging pile that can only charge the electric vehicle, and cannot continuously adjust the charging power, and the charging power can only be the rated power or 0; Based on the type of the charging pile, a charging parameter of the electric vehicle after being connected to the charging pile is determined.

3. The method according to claim 2, characterized in that The determining, based on the type of the charging pile, the charging parameters of the electric vehicle after being connected to the charging pile includes: Determine the first charging parameter, the second charging parameter and the third charging parameter of the electric vehicle after connecting to the first charging pile, wherein 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; the second charging parameter at least includes: the maximum value of the charging reactive power and the maximum value of the discharging reactive power when the electric vehicle is connected to the first charging pile; the third charging parameter at least includes: the first apparent power capacity that can be transmitted by the first charging pile; or, Determine the first charging parameter, the second charging parameter and the third charging parameter of the electric vehicle after connecting to the second charging pile, the first charging parameter at least including: the arrival time, the charging end time, the expected state of charge, the maximum negative offset 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 including: the maximum value of the charging reactive power and the maximum value of the discharging reactive power of the electric vehicle when connecting to the second charging pile; the third charging parameter at least including: the second apparent power capacity that can be transmitted 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.

4. The method according to claim 3, characterized in that The generating, according to the charging parameters, a first cumulative energy feasible domain, a first active power feasible domain, a first reactive power feasible domain, and a first coupling constraint condition of active power and reactive power of each electric vehicle during the charging process includes: Based on the charging pile type and the first charging parameter, an active power constraint condition for each of the electric vehicles when connected to the charging pile is generated, and a first cumulative energy feasible domain and a first active power feasible domain for each of the electric vehicles are generated according to the active power constraint condition; Based on the charging pile type and the second charging parameter, a reactive power constraint condition for each of the electric vehicles when connected to the charging pile is generated, and a first reactive power feasible domain for each of the electric vehicles is generated according to the reactive power constraint condition; When the type of the charging pile is the first charging pile or the second charging pile, a first coupling constraint condition of active power and reactive power is generated based on the third charging parameter.

5. The method according to claim 4, characterized in that When the type of the charging pile to which the electric vehicle is connected is a first charging pile or a second charging pile, generating a first coupling constraint condition of active power and reactive power based on the charging parameter includes: 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 third 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 first coupling constraint condition of active power and reactive power is generated based on a third charging parameter of the electric vehicle after connecting to the second charging pile, and the first 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.

6. The method according to claim 2, characterized in that According to the first cumulative energy feasible domain, the first active power feasible domain, the first reactive power feasible domain, and the first coupling constraint condition, the plurality of electric vehicles are aggregated, and a second cumulative energy feasible domain, a second active power feasible domain, a second reactive power feasible domain, and a second coupling constraint condition of active power and reactive power corresponding to each aggregated cluster are determined, including: Aggregate the multiple electric vehicles according to the type of charging piles to obtain at least one aggregated cluster, each of which includes at least two electric vehicles connected to the same type of charging piles; Aggregating the first accumulated energy feasible domains of the at least two electric vehicles to obtain a second accumulated energy feasible domain corresponding to each aggregated cluster; Aggregating the first active power feasible domains of the at least two electric vehicles to obtain a second active power feasible domain corresponding to the aggregated cluster; Aggregating the first reactive power feasible domains of the at least two electric vehicles to obtain a second reactive power feasible domain corresponding to the aggregated cluster; When the type of the charging pile to which the electric vehicle is connected is the first charging pile or the second charging pile, the first coupling constraint conditions of the at least two electric vehicles are aggregated to obtain a second coupling constraint condition corresponding to the aggregated cluster.

7. The method according to claim 6, characterized in that The step of aggregating the first accumulated energy feasible domains of the at least two electric vehicles to obtain a second accumulated energy feasible domain corresponding to the aggregated cluster includes: Determine a first cumulative energy boundary of each of the at least two electric vehicles corresponding to the first cumulative energy feasible region; Accumulating the first accumulated energy boundaries corresponding to the at least two electric vehicles to obtain a second accumulated energy boundary; Constructing a second cumulative energy feasible domain corresponding to the second cumulative energy boundary; Aggregating the first active power feasible domains of the at least two electric vehicles to obtain a second active power feasible domain corresponding to the aggregated cluster includes: Determining a first active power boundary or a first active power value of each of the at least two electric vehicles corresponding to the first active power feasible region; Accumulating the first active power boundaries or the first active power values ​​corresponding to the at least two electric vehicles to obtain a second active power boundary or a second active power value; Constructing the second active power boundary or a second reactive power feasible region corresponding to the second active power value; Aggregating the first reactive power feasible domains of the at least two electric vehicles to obtain a second reactive power feasible domain corresponding to the aggregated cluster includes: Determine a first reactive power boundary or a first reactive power value corresponding to the first reactive power feasible region for each of the at least two electric vehicles; Accumulating the first reactive power boundaries or the first reactive power values ​​corresponding to the at least two electric vehicles to obtain a second reactive power boundary or a second reactive power value; Constructing a second reactive power feasible region corresponding to the second reactive power boundary or the second reactive power value; When the type of the charging pile to which the electric vehicle is connected is the first charging pile or the second charging pile, aggregating the first coupling constraint conditions of the at least two electric vehicles to obtain the second coupling constraint conditions corresponding to the aggregated cluster includes: When the type of the charging pile to which the electric vehicle is connected is the first charging pile or the second charging pile, determining a first coupling constraint value corresponding to the first coupling constraint condition, wherein the first coupling constraint value is the first apparent power capacity or the second apparent power capacity; The first coupling constraint values ​​corresponding to the at least two electric vehicles are accumulated to obtain a second coupling constraint value, and a second coupling constraint condition corresponding to the second coupling constraint value is constructed.

8. An electric vehicle aggregation device based on reactive power regulation, characterized in that: include: A determination module, used to determine the charging parameters of each electric vehicle among the multiple electric vehicles after being connected to the charging pile; A generating module, used for generating, according to the charging parameters, a first cumulative energy feasible domain, a first active power feasible domain, a first reactive power feasible domain, and a first coupling constraint condition of active power and reactive power for each electric vehicle during the charging process; an aggregation module, configured to aggregate the plurality of electric vehicles according to the first cumulative energy feasible domain, the first active power feasible domain, the first reactive power feasible domain, and the first coupling constraint condition, and determine a second cumulative energy feasible domain, a second active power feasible domain, a second reactive power feasible domain, and a second coupling constraint condition of active power and reactive power corresponding to each aggregated cluster; The regulating module is used to regulate the charging power of each aggregated cluster based on the second accumulated energy feasible domain, the second active power feasible domain, the second reactive power feasible domain and the second coupling constraint condition.

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 enables a computer to execute the method according to any one of claims 1 to 7.

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