CN113199949A - Multi-port energy conversion device for charging electric automobile and control method thereof - Google Patents

Multi-port energy conversion device for charging electric automobile and control method thereof Download PDF

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CN113199949A
CN113199949A CN202110261648.4A CN202110261648A CN113199949A CN 113199949 A CN113199949 A CN 113199949A CN 202110261648 A CN202110261648 A CN 202110261648A CN 113199949 A CN113199949 A CN 113199949A
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CN113199949B (en
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王睿
李希博
孙秋野
马大中
胡旌伟
王鹏程
李正
李程晨
朱方麟
司晓峰
文良武
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Northeastern University China
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/51—Photovoltaic means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/12—Buck converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/14—Boost converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Dc-Dc Converters (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

本发明提供一种电动汽车充电的多端口能量变换装置及其控制方法，涉及电力电子电能变换技术领域。本系统三相电压型PWM整流单元、双有源桥DC/DC变换单元、电动汽车互充接口、光伏输入单元、Boost升压变换单元、蓄电池单元，单相全桥逆变单元，Buck降压变换单元、高压直流端口1和高压直流端口2；考虑到外界因素的影响，引入误差校正参数进行误差补偿，对电动汽车内部的能量进行高效合理地分配利用，同时支持电动汽车之间的互相充电技术，其采用了多目标优化控制方法，针对不同能源输入可以采取最优控制，可以满足不同输入输出设备的即插即用，同时多端口的特点为不同电压等级的设备提供用能需求，为电动汽车之间的互相充电提供了技术基础。

Figure 202110261648

The invention provides a multi-port energy conversion device for electric vehicle charging and a control method thereof, and relates to the technical field of power electronic energy conversion. The system three-phase voltage PWM rectifier unit, dual active bridge DC/DC conversion unit, electric vehicle mutual charging interface, photovoltaic input unit, Boost boost conversion unit, battery unit, single-phase full-bridge inverter unit, Buck buck Conversion unit, high-voltage DC port 1 and high-voltage DC port 2; considering the influence of external factors, error correction parameters are introduced for error compensation, efficient and reasonable distribution and utilization of the energy inside the electric vehicle, and support mutual charging between electric vehicles. It adopts the multi-objective optimal control method, which can adopt optimal control for different energy input, which can meet the plug-and-play of different input and output devices. The mutual charging of electric vehicles provides the technical basis.

Figure 202110261648

Description

Multi-port energy conversion device for charging electric automobile and control method thereof
Technical Field
The invention relates to the technical field of power electronic energy conversion, in particular to a multi-port energy conversion device for charging an electric automobile and a control method thereof.
Background
With the rapid reduction of non-renewable energy sources and increasingly serious living environments, the sustainable development of the society no longer depends on a single energy form, and the development of new energy technology enables people to have various choices for energy utilization. The permeability of electric vehicles is increasing year by year, and how to charge electric vehicles with high efficiency has become a hot problem. The cyclic charge and discharge of the power battery of the electric automobile are realized through electric energy conversion, the electric energy is utilized to the greatest extent in the charging process of the battery, and the large-area waste and electric energy loss are avoided. In the traditional method, the electric automobile is directly charged through a power grid, however, equipment connected to the power grid has to be strictly required, and harmonic pollution to the power grid due to equipment is avoided.
The traditional electric vehicle charging technology has the advantages that the provided voltage level is single, the energy flow form is limited and the efficiency is low, the input and output ports are fixed, the energy coordination control cannot be realized, and the access utilization of new energy resources is limited. Secondly, electric automobile generally adopts two kinds of modes of exchanging slowly filling and high-power quick filling of direct current more, and above-mentioned mode relies on charging pile more, has greatly restricted electric automobile's remote driving possibility for electric automobile's development is relatively slow.
In order to solve the above problems, the electric vehicle charging technology with multi-port energy conversion has received much attention. The multi-port energy conversion technology combines the topology and the function of a plurality of power conversion units on a single power conversion unit, and realizes voltage conversion and energy transfer among multiple ports through the power electronic conversion technology.
Disclosure of Invention
The invention provides a multiport energy conversion device for charging an electric automobile and a control method thereof, aiming at the defects of the prior art, the multi-port energy conversion device for charging the electric automobile simultaneously utilizes solar energy and electric energy of a power grid, can input or output various voltage grades through multiple ports when in need, has the advantages of small volume, light weight, small no-load loss and the like, not only has the functions of converting voltage and transmitting energy, but also has the functions of limiting fault current, compensating reactive power, improving electric energy quality, providing standardized interfaces for various devices and the like. The technical scheme adopted by the invention is as follows:
on one hand, the multi-port energy conversion device for charging the electric automobile comprises a three-phase voltage type PWM rectification unit, a double-active-bridge DC/DC conversion unit, an electric automobile mutual charging interface, a photovoltaic input unit, a Boost conversion unit, a storage battery unit, a single-phase full-bridge inversion unit, a Buck Buck conversion unit, a high-voltage direct current port 1 and a high-voltage direct current port 2;
the input end of the three-phase voltage type PWM rectifying unit is connected with a power grid, the output end of the three-phase voltage type PWM rectifying unit is connected with a high-voltage direct current port 1, the high-voltage direct current port 1 is simultaneously connected with the electric automobile mutual charging interface and the input end of the double-active bridge DC/DC conversion unit, and the high-voltage direct current port 2 is connected with the output end of the double-active bridge DC/DC conversion unit; the output end of the photovoltaic input unit is connected with the input end of the Boost conversion unit, and the output end of the Boost unit is connected with the high-voltage direct-current port 2; the input end of the storage battery unit, the input end of the single-phase full-bridge inversion unit and the input end of the Buck voltage reduction conversion unit are connected with the high-voltage direct current port 2, the output end of the single-phase full-bridge inversion unit is connected with a single-phase alternating current load or energy storage equipment, and the output end of the Buck voltage reduction unit is connected with a low-voltage direct current load or energy storage equipment;
the electric automobile mutual charging interface, the double-active-bridge DC/DC conversion unit and the single-phase full-bridge inversion unit respectively comprise three energy flow working modes, energy is transmitted in a forward direction from the input end to the output end, energy is transmitted in a reverse direction from the output end to the input end, and no energy flows, so that the energy is not transmitted;
on the other hand, the control method of the multi-port energy conversion device for charging the electric automobile is realized based on the multi-port energy conversion device for charging the electric automobile, and comprises the following steps:
step 1: the double-active DC/DC converter adopts model prediction control, simultaneously takes the influence of external factors into consideration, introduces an error correction parameter epsilon to compensate the deviation, and comprises the following specific steps:
step 1.1: the simplified reduced-order model for modeling the output voltage of the double-active DC/DC converter to obtain DAB is as follows:
Figure BDA0002970284360000021
wherein R isLIs a load resistance value, C1For output capacitance, L is the leakage inductance value of the transformer, n is the transformation ratio of the transformer, D is the duty ratio, fsIs the switching frequency;
step 1.2: discretizing the output voltage differential term by adopting an Euler forward method to obtain:
Figure BDA0002970284360000022
wherein, TsIs a switching cycle;
step 1.3: substituting the formula in the step 1.1 into the formula in the step 1.2 to obtain:
Figure BDA0002970284360000023
wherein, Vi(tk)、Vo(tk) And io(tk) Are each tkInputting voltage, output voltage and output current sampling values at all times;
step 1.4: establishing an evaluation function J (k) ═ Vo(tk+1)-Voref)2Derived to obtain the duty ratio
Figure BDA0002970284360000024
Wherein
Figure BDA0002970284360000031
VorefIs the output voltage reference value;
step 1.5: the expression of the predicted optimal phase shift ratio after introducing the error correction parameter epsilon is Din＝εD；
Step 1.6: obtaining the output power of the DAB converter under model predictive control
Figure BDA0002970284360000032
Actual duty cycle of
Figure BDA0002970284360000033
Step 2: the electric vehicle mutual charging technology is realized by adopting multi-objective optimization control based on model prediction, and the method specifically comprises the following steps:
step 2.1: setting a new energy output power regulation function as follows:
Figure BDA0002970284360000034
wherein: omegapvThe temperature conversion power coefficient of the photovoltaic is adopted, T is the temperature at the current moment, TrefIs a nominal reference temperature, spvIs at presentThe intensity of the light at the moment of time,
Figure BDA0002970284360000035
and outputting the rated value of the power for the new energy.
Step 2.2: setting a new energy input electric vehicle micro-grid power prediction function as follows:
Figure BDA0002970284360000036
Figure BDA0002970284360000037
wherein: ppv-inThe power of the electric automobile is input for the photovoltaic energy source,
Figure BDA0002970284360000038
predicting an error value, η, for photovoltaic powerpvAnd λpvRespectively obtaining the mean value and the variance of the photovoltaic power prediction error through data statistics;
step 2.3: setting a power regulation function of the electric automobile micro-grid system as follows:
Figure BDA0002970284360000039
where τ is the state of charge of the battery, P1For power input at the grid port, P2For another electric vehicle, P3For outputting power, P, to a single-phase AC port4For output of power, P, to a low-voltage DC interfaceBNRated input power for the storage battery;
step 2.4: setting a multi-objective optimization control function of the electric vehicle micro-grid system as
Figure BDA0002970284360000041
Figure BDA0002970284360000042
Wherein P iss＝P1+P2+P3+P4+Ppv-in，
The battery charging conversion efficiency is
Figure BDA0002970284360000043
Conversion efficiency of single-phase AC equipment
Figure BDA0002970284360000044
Low voltage dc load conversion efficiency
Figure BDA0002970284360000045
Wherein the multiple target limiting condition is
Figure BDA0002970284360000046
Alpha, beta, gamma are weight factors, etaB、η3、η4The battery charging conversion efficiency, the single-phase alternating current equipment conversion efficiency and the low-voltage direct current load conversion efficiency are respectively optimized when constraint conditions are met and the multi-objective optimization function F (t) reaches the minimum value.
Step 2.5: to etaB、η3、η4Performing a separate solution to obtain (P)1,P2,P3,P4),(P1,P2,P3,P4)(2),(P1,P2,P3,P4)(3)The single index under three groups of constraint conditions is optimal: (P)1,P2,P3,P4) The battery charging conversion efficiency, the single-phase AC equipment conversion efficiency and the low-voltage DC load conversion efficiency are respectively f1、f2、f3；(P1,P2,P3,P4)(2)Of a batteryThe charging conversion efficiency, the single-phase alternating current equipment conversion efficiency and the low-voltage direct current load conversion efficiency are respectively f1 (2)、f2 (2)、f3 (2)；(P1,P2,P3,P4)(3)The battery charging conversion efficiency, the single-phase AC equipment conversion efficiency and the low-voltage DC load conversion efficiency are respectively f1 (3)、f2 (3)、f3 (3)；
Step 2.6: obtaining the maximum value M in the optimal solution corresponding to each index according to the step 2.5jAnd the minimum value m in the optimal solution corresponding to each indexjAnd carrying out normalization processing calculation.
Figure BDA0002970284360000051
Determining weighting coefficients
Figure BDA0002970284360000052
Wherein i, j is 1,2,3
Step 2.7: constructing a multi-objective planimetric problem
Figure BDA0002970284360000053
Wherein i, j is 1,2, 3; mu is the sum of the battery charging conversion efficiency, the single-phase alternating current equipment conversion efficiency and the low-voltage direct current load conversion efficiency; obtaining a set of ideal solutions (P)1,P2,P3,P4)*Bringing the ideal solution to step 2.41、f2And f3And (4) comparing functions of the three indexes, ending the calculation if the deviation of each index is less than or equal to 5%, and otherwise, skipping to the step 2.8.
Step 2.8: and if the index which does not meet the requirement is less than the single index and is optimal, constructing a multi-target programming problem Lp (2).
Figure BDA0002970284360000054
Wherein j is 1,2 and 3 is presetUntil the deviation is less than 5%, if not, repeating step 2.8 until a set of actual ideal solutions (P) is output1,P2,P3,P4)*And obtaining the optimal power, thereby realizing the model prediction multi-objective optimization power control effect of the electric vehicle charging.
Adopt the produced beneficial effect of above-mentioned technical scheme to lie in:
the invention provides a multi-port energy conversion device for charging an electric automobile and a control method thereof, wherein each port has the characteristics of plug and play, has various voltage levels, can meet the requirement of charging diversity of the electric automobile, and can support the charging requirements of various devices and loads in the automobile.
The device realizes voltage conversion and energy transfer in the charging process through a power electronic conversion technology, and compared with the traditional electric automobile charger, the device not only has the functions of converting voltage and transferring energy, but also has multiple functions of limiting fault current, compensating reactive power, improving electric energy quality, providing standardized interfaces for various devices and the like; this device adopts the syllogic method of charging, charges according to the actual electric quantity of battery, has guaranteed the high efficiency and utilization ratio of energy to for the specific protection switch of battery installation, prevent the harm of overcharging to the battery.
The double-active-bridge DC-DC conversion unit provided by the device can continuously work at a high-frequency part above 20kHZ, and can support the transmission of higher power; meanwhile, compared with the traditional PI control method, the model prediction error correction control method can accurately predict the dynamic behavior of the output voltage at the next moment, has higher dynamic response speed, can reduce the influence of the input or removal of equipment at all levels on the whole system to a greater extent, can realize the bidirectional flow of the energy of the whole device, and provides a technical basis for vehicle charging.
The device provided by the invention provides an electric vehicle mutual charging technology, adopts multi-objective optimization control based on model prediction, can accurately control input current and power while meeting the charging voltage of the battery, can predict the maximum input power of new energy by establishing a multi-objective optimization control function and corresponding limiting conditions, and can reasonably distribute the power of each part.
Drawings
FIG. 1 is a schematic block diagram of a multi-port energy conversion device applied to charging an electric vehicle according to an embodiment of the present invention;
FIG. 2 is a schematic circuit diagram of a multi-port energy conversion device for charging an electric vehicle according to an embodiment of the present invention;
FIG. 3 is a schematic circuit diagram of a three-phase voltage type PWM rectification unit according to an embodiment of the present invention;
FIG. 4 is a schematic diagram of a dual active bridge DC/DC conversion unit circuit according to an embodiment of the present invention;
fig. 5 is a schematic diagram of a photovoltaic Boost conversion unit circuit according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of a single-phase full-bridge inverter unit according to an embodiment of the present invention;
FIG. 7 is a schematic diagram of a Buck Buck conversion unit circuit according to an embodiment of the present invention;
FIG. 8 is a schematic diagram of the energy flow of each unit according to an embodiment of the present invention;
Detailed Description
The following detailed description of embodiments of the invention refers to the accompanying drawings.
On one hand, the multi-port energy conversion device for charging the electric automobile comprises a three-phase voltage type PWM rectification unit, a double-active-bridge DC/DC conversion unit, an electric automobile mutual charging interface, a photovoltaic input unit, a Boost conversion unit, a storage battery unit, a single-phase full-bridge inversion unit, a Buck Buck conversion unit, a high-voltage direct-current port 1 and a high-voltage direct-current port 2, wherein the three-phase voltage type PWM rectification unit, the double-active-bridge DC/DC conversion unit, the electric automobile mutual charging interface, the photovoltaic input unit, the Boost conversion unit, the storage battery unit, the single-phase full-bridge inversion unit, the Buck Buck conversion unit, the high-voltage direct-current port 1 and the high-voltage direct-current port 2 are shown in figures 1 and 2;
the input end of the three-phase voltage type PWM rectifying unit is connected with a power grid, the output end of the three-phase voltage type PWM rectifying unit is connected with a high-voltage direct current port 1, the high-voltage direct current port 1 is simultaneously connected with the electric automobile mutual charging interface and the input end of the double-active bridge DC/DC conversion unit, and the high-voltage direct current port 2 is connected with the output end of the double-active bridge DC/DC conversion unit; the output end of the photovoltaic input unit is connected with the input end of the Boost conversion unit, and the output end of the Boost unit is connected with the high-voltage direct-current port 2; the input end of the storage battery unit, the input end of the single-phase full-bridge inversion unit and the input end of the Buck voltage reduction conversion unit are connected with the high-voltage direct current port 2, the output end of the single-phase full-bridge inversion unit is connected with a single-phase alternating current load or energy storage equipment, and the output end of the Buck voltage reduction unit is connected with a low-voltage direct current load or energy storage equipment;
the electric automobile mutual charging interface, the double-active-bridge DC/DC conversion unit and the single-phase full-bridge inversion unit respectively comprise three energy flow working modes, energy is transmitted in a forward direction from the input end to the output end, energy is transmitted in a reverse direction from the output end to the input end, and no energy flows, so that the energy is not transmitted; due to the different energy flowing directions in the units, a plurality of working modes of the multi-port energy conversion device are formed.
In this embodiment, the three-phase voltage type PWM rectification unit is shown in fig. 3, and is configured to implement mutual power conversion between a power grid and a high-voltage dc power, implement that the three-phase voltage type PWM rectification unit works in a rectification working mode according to a space vector control method, convert an ac power input to a power distribution network into a high-voltage dc power through the three-phase voltage type PWM rectification unit, and maintain a sinusoidal waveform of an input current of the power distribution network and synchronization with an input voltage of the power distribution network, so as to obtain a unit input power factor, implement reactive power compensation, and maintain a voltage at a dc side high-voltage dc port 2 connected to the three-phase voltage type PWM rectification unit to be constant. (ii) a The voltage level of the input end of the three-phase voltage type PWM rectifying unit is adjustable and is about 380V-3.3 KV, and in the embodiment, the voltage of the input end is 380V.
The voltage level of the high-voltage direct current port 1 is adjustable and is about 400V-800V, and in the embodiment, the voltage level of the high-voltage direct current port 1 is 600V. The voltage level of the high-voltage direct current port 2 is adjustable, and is about 50V-400V, and in the embodiment, the voltage level of the high-voltage direct current port 2 is 200V.
The double-active-bridge DC/DC conversion unit is shown in FIG. 4, and is used for realizing mutual power conversion between voltage levels of the high-voltage direct current port 1 and the high-voltage direct current port 2 and working in a voltage boosting working mode or a voltage reducing working mode; compared with the traditional PI control method, the method can accurately predict the dynamic behavior of the output voltage at the next moment, has higher dynamic response speed, can reduce the influence of the input or removal of equipment at each level on the whole system to a greater extent, can realize the bidirectional flow of the energy of the whole device, and provides technical support for the charging of vehicles. Meanwhile, the influence of external factors is considered, and the deviation exists between the predicted value and the true value, so that error correction parameters are introduced to compensate the deviation. The double-active-bridge DC/DC conversion unit is used as a middle key link of the device, has the function of starting and stopping, and is a main hardware structure of the vehicle-to-vehicle charging technology.
The single-phase full-bridge bidirectional inverter unit is shown in fig. 6, and is used for realizing the interconversion between low-voltage direct current and 220V alternating current voltage and realizing the operation of the single-phase full-bridge bidirectional inverter unit in a rectification working mode or an inversion working mode; the mutual conversion between the high-voltage direct current and the 220V alternating current voltage is realized, the work of the high-voltage direct current and the 220V alternating current voltage is realized in a rectification working mode or an inversion working mode according to different control modes, and the mutual energy flowing between the single-phase alternating current load and the energy storage equipment and the 200V high-voltage direct current port 2 is realized.
The Boost conversion unit is shown in fig. 5, and is used for realizing power conversion after new energy is accessed, boosting the power to meet the voltage requirement of the high-voltage direct-current port 2, and accessing the power to the high-voltage direct-current port 2 to realize that the power works in a Boost working mode; the photovoltaic energy is converted into direct current to provide electric energy input for the device, the utilization rate of new energy is improved, and auxiliary energy is provided for charging the storage battery.
The Buck conversion unit is shown in fig. 7, and is used for converting the output voltage of the high-voltage dc port 2 into low-voltage dc to provide appropriate dc voltage for low-voltage equipment.
Each interface end of the three-phase voltage type PWM rectifying unit, the double-active-bridge DC/DC converting unit, the Boost converting unit, the single-phase full-bridge inverting unit and the Buck voltage-reducing converting unit can provide proper interface voltage characteristics, and each unit is simple in structure, outstanding in cost performance and easy to realize; the double-active-bridge DC/DC conversion unit comprises a close-coupled high-frequency transformer, and has high transmission power density, small volume, high efficiency and simple control; the multiport energy conversion device can be connected with three-phase alternating current from a power grid, new energy can be introduced into a high-voltage direct-current port 2, another electric automobile can be connected into a mutual charging interface of the electric automobile, the charging technology of mutual charging of the automobiles can be realized, the requirements of various charging voltage levels of the electric automobile are met, and the plug-and-play characteristic of the multiport energy conversion device is realized through the design of the whole hardware structure.
On the other hand, the control method of the multi-port energy conversion device for charging the electric automobile is realized based on the multi-port energy conversion device for charging the electric automobile, and comprises the following steps:
step 1: the double-active DC/DC converter adopts model prediction control, simultaneously takes the influence of external factors into consideration, introduces an error correction parameter epsilon to compensate the deviation, and comprises the following specific steps:
step 1.1: the simplified reduced-order model for modeling the output voltage of the double-active DC/DC converter to obtain DAB is as follows:
Figure BDA0002970284360000081
wherein R isLIs a load resistance value, C1For output capacitance, L is the leakage inductance value of the transformer, n is the transformation ratio of the transformer, D is the duty ratio, fsIs the switching frequency;
step 1.2: discretizing the output voltage differential term by adopting an Euler forward method to obtain:
Figure BDA0002970284360000082
wherein, TsIs a switching cycle;
step 1.3: substituting the formula in the step 1.1 into the formula in the step 1.2 to obtain:
Figure BDA0002970284360000083
wherein, Vi(tk)、Vo(tk) And io(tk) Are each tkInputting voltage, output voltage and output current sampling values at all times;
step 1.4: establishing an evaluation function J (k) ═ Vo(tk+1)-Voref)2Derived to obtain the duty ratio
Figure BDA0002970284360000084
Wherein
Figure BDA0002970284360000085
VorefIs the output voltage reference value;
step 1.5: the expression of the predicted optimal phase shift ratio after introducing the error correction parameter epsilon is Din＝εD；
Step 1.6: obtaining the output power of the DAB converter under model predictive control
Figure BDA0002970284360000091
Actual duty cycle of
Figure BDA0002970284360000092
Step 2: the electric vehicle mutual charging technology is realized by adopting multi-objective optimization control based on model prediction, and the method specifically comprises the following steps:
step 2.1: setting a new energy output power regulation function as follows:
Figure BDA0002970284360000093
wherein: omegapvThe temperature conversion power coefficient of the photovoltaic is adopted, T is the temperature at the current moment, TrefIs a nominal reference temperature, spvFor the intensity of the light at the present moment,
Figure BDA0002970284360000094
and outputting the rated value of the power for the new energy.
Step 2.2: setting a new energy input electric vehicle micro-grid power prediction function as follows:
Figure BDA0002970284360000095
Figure BDA0002970284360000096
wherein: ppv-inThe power of the electric automobile is input for the photovoltaic energy source,
Figure BDA0002970284360000097
predicting an error value, η, for photovoltaic powerpvAnd λpvRespectively obtaining the mean value and the variance of the photovoltaic power prediction error through data statistics;
step 2.3: setting a power regulation function of the electric automobile micro-grid system as follows:
Figure BDA0002970284360000098
where τ is the state of charge of the battery, P1For power input at the grid port, P2For another electric vehicle, P3For outputting power, P, to a single-phase AC port4For output of power, P, to a low-voltage DC interfaceBNRated input power for the storage battery;
step 2.4: setting a multi-objective optimization control function of the electric vehicle micro-grid system as
Figure BDA0002970284360000099
Figure BDA00029702843600000910
Wherein P iss＝P1+P2+P3+P4+Ppv-in，
The battery charging conversion efficiency is
Figure BDA0002970284360000101
Conversion efficiency of single-phase AC equipment
Figure BDA0002970284360000102
Low voltage dc load conversion efficiency
Figure BDA0002970284360000103
Wherein the multiple target limiting condition is
Figure BDA0002970284360000104
α ═ 0.36, β ═ 0.48, γ ═ 0.43, and ηB、η3、η4The battery charging conversion efficiency, the single-phase alternating current equipment conversion efficiency and the low-voltage direct current load conversion efficiency are respectively optimized when constraint conditions are met and the multi-objective optimization function F (t) reaches the minimum value.
Step 2.5: to etaB、η3、η4Performing a separate solution to obtain (P)1,P2,P3,P4),(P1,P2,P3,P4)(2),(P1,P2,P3,P4)(3)The single index under three groups of constraint conditions is optimal: (P)1,P2,P3,P4) The battery charging conversion efficiency, the single-phase AC equipment conversion efficiency and the low-voltage DC load conversion efficiency are respectively f1、f2、f3；(P1,P2,P3,P4)(2)The battery charging conversion efficiency, the single-phase AC equipment conversion efficiency and the low-voltage DC load conversion efficiency are respectively f1 (2)、f2 (2)、f3 (2)；(P1,P2,P3,P4)(3)The battery charging conversion efficiency, the single-phase AC equipment conversion efficiency and the low-voltage DC load conversion efficiency are respectively f1 (3)、f2 (3)、f3 (3)；
Step 2.6: obtaining the maximum value M in the optimal solution corresponding to each index according to the step 2.5jAnd the minimum value m in the optimal solution corresponding to each indexjAnd carrying out normalization processing calculation.
Figure BDA0002970284360000105
Determining weighting coefficients
Figure BDA0002970284360000106
Wherein i, j is 1,2,3
Step 2.7: constructing a multi-objective planimetric problem
Figure BDA0002970284360000111
Wherein i, j is 1,2, 3; mu is the sum of the battery charging conversion efficiency, the single-phase alternating current equipment conversion efficiency and the low-voltage direct current load conversion efficiency; obtaining a set of ideal solutions (P)1,P2,P3,P4)*Bringing the ideal solution to step 2.41、f2And f3And (4) comparing functions of the three indexes, ending the calculation if the deviation of each index is less than or equal to 5%, and otherwise, skipping to the step 2.8.
Step 2.8: and if the index which does not meet the requirement is less than the single index and is optimal, constructing a multi-target programming problem Lp (2).
Figure BDA0002970284360000112
Wherein j is 1,2,3, comparing preset deviation until the deviation is less than 5%, otherwise repeating step 2.8 until outputA set of actual ideal solutions (P) is obtained1,P2,P3,P4)*The obtained power is the optimal power, so that the model prediction multi-objective optimization power control effect of the electric vehicle charging is realized, the maximum input power of new energy can be predicted while the battery charging voltage is met, and meanwhile, the power of each part can be optimally distributed.
In this embodiment, the energy flow mode of each unit when the vehicle charging is realized is as follows:
as shown in fig. 8, the embodiment is mainly used for charging a storage battery, and then considering the charging condition of other ports, the state that energy of each unit flows from an input end to an output end and is transmitted in a forward direction is represented by "1", the state that energy flows from each output end to the input end and is transmitted in a reverse direction is represented by "-1", and the state that energy does not flow through each unit and is stopped is defined by "0"; the inherent hardware characteristics of the energy conversion unit used make it have a plurality of possible operation modes, and improve the charging and discharging reliability and the energy flow diversity, taking the car charging mode as an example, the operation states of each unit according to the above definition can be listed as 12 operable operation modes according to the energy flow direction, as shown in table 1, specifically as follows:
working mode 1: power flows to high-voltage direct current port 2 by the battery pack input end, flows to two active bridge DC/DC conversion unit output, flows to two active bridge DC/DC conversion unit input, flows into high-voltage direct current port 1, and the interface is mutually filled to the electric automobile that flows to, and electric automobile fills the interface each other this moment and can insert another electric automobile, can realize charging each other between two cars.
The working mode 2 is as follows: power flows to high voltage direct current port 2 by the battery pack input, flows to Buck conversion unit input, flows out Buck conversion unit output, flows to two active bridge DC conversion unit outputs simultaneously, flows to two active bridge DC conversion unit inputs, flows in high voltage direct current port 1, flows to electric automobile and fills the interface each other, and electric automobile fills the interface each other this moment and can insert another electric automobile, can realize charging each other between two cars.
Working mode 3: power flows to high voltage direct current port 2 by the battery pack input, flows to single-phase full-bridge contravariant unit input, flows out single-phase full-bridge contravariant unit output, flows to two active bridge DC/DC transform unit output simultaneously, flows to two active bridge DC/DC transform unit input, flows in high voltage direct current port 1, flows to the electric automobile and fills the interface each other, and electric automobile fills the interface each other this moment and can insert another electric automobile, can realize charging each other between two cars.
The working mode 4 is as follows: power flows to high voltage direct current port 2 by the battery pack input, flow to single-phase full-bridge contravariant unit input and Buck transform unit input, flow out single-phase full-bridge contravariant unit output and Buck transform unit output, flow to two active bridge DC/DC transform unit outputs simultaneously, flow to two active bridge DC/DC transform unit inputs, flow in high voltage direct current port 1, the interface is mutually filled to the flow direction electric automobile, electric automobile fills the interface each other this moment and can inserts another electric automobile, can realize charging each other between two cars.
The working mode 5 is as follows: power flows to high voltage direct current port 2 by battery pack input and single-phase full-bridge contravariant unit output, flows to two active bridge DC/DC conversion unit outputs, flows to two active bridge DC/DC conversion unit inputs, flows into high voltage direct current port 1, flows to electric automobile and fills the interface each other, and electric automobile fills the interface each other this moment and can insert another electric automobile, can realize charging each other between two cars.
The working mode 6 is as follows: power flows to high voltage direct current port 2 by battery pack input and single-phase full-bridge contravariant unit output, flows to Buck step-down transform unit input, flows out Buck step-down transform unit output, the two active bridge DC transform unit output of flow direction simultaneously, the two active bridge DC transform unit input of flow direction, flow in high voltage direct current port 1, the interface is mutually filled to the electric automobile of flow direction, electric automobile fills the interface each other this moment and can insert another electric automobile, can realize charging each other between two cars.
The working mode 7 is as follows: power flows to high voltage direct current port 2 by the battery pack input, and photovoltaic input power flows to Boost transform unit input simultaneously, and the output flows out to high voltage direct current port 2, flows to two active bridge DC/DC transform unit outputs, flows to two active bridge DC/DC transform unit inputs, flows in high voltage direct current port 1, and the interface is filled each other to the electric automobile that flows to, and electric automobile fills the interface each other this moment and can insert another electric automobile, can realize charging each other between two cars.
The working mode 8 is as follows: power is by battery pack input flow direction high voltage direct current port 2, photovoltaic input power flow direction Boost transform unit input simultaneously, the output flows out high voltage direct current port 2, flow direction Buck transform unit input, flow out Buck transform unit output, flow direction two active bridge DC/DC transform unit outputs simultaneously, flow direction two active bridge DC/DC transform unit inputs, flow in high voltage direct current port 1, the interface is filled each other to the flow direction electric automobile, electric automobile fills the interface each other this moment and can inserts another electric automobile, can realize charging each other between two cars.
The working mode 9: power is by battery pack input flow direction high voltage direct current port 2, photovoltaic input power flow direction Boost transform unit input simultaneously, the output flows out high voltage direct current port 2, flow direction single-phase full-bridge contravariant unit input, flow out single-phase full-bridge contravariant unit output, flow direction two active bridge DC/DC transform unit output simultaneously, flow direction two active bridge DC/DC transform unit input, flow in high voltage direct current port 1, flow direction electric automobile fills the interface each other, electric automobile fills the interface each other this moment and can inserts another electric automobile, can realize charging each other between two cars.
Operation mode 10: power flows to high voltage direct current port 2 by the battery pack input, photovoltaic input power flows to Boost transform unit input simultaneously, the output flows out high voltage direct current port 2, flow to single-phase full-bridge contravariant unit input and Buck transform unit input, flow out single-phase full-bridge contravariant unit output and Buck transform unit output, flow to two active bridge DC/DC transform unit outputs simultaneously, flow to two active bridge DC/DC transform unit inputs, flow in high voltage direct current port 1, the interface is mutually filled to the electric automobile to the flow direction, electric automobile fills the interface each other this moment and can inserts another electric automobile, can realize charging each other between two cars.
Operation mode 11: power flows to high voltage direct current port 2 by battery pack input and single-phase full-bridge contravariant unit output, and photovoltaic input power flows to Boost transform unit input simultaneously, and the output flows out to high voltage direct current port 2, flows to two active bridge DC/DC transform unit outputs, flows to two active bridge DC/DC transform unit inputs, flows in high voltage direct current port 1, the interface is filled each other to the electric automobile of flow direction, the electric automobile interface of filling each other this moment can insert another electric automobile, can realize charging each other between two cars.
Operation mode 12: power flows to high voltage direct current port 2 by battery pack input and single-phase full-bridge contravariant unit output, photovoltaic input power flows to Boost transform unit input simultaneously, the output flows out high voltage direct current port 2, flow direction Buck transform unit input, flow out Buck transform unit output, flow direction two active bridge DC/DC transform unit outputs simultaneously, flow direction two active bridge DC/DC transform unit inputs, flow in high voltage direct current port 1, flow direction electric automobile fills the interface each other, electric automobile fills the interface each other this moment and can inserts another electric automobile, can realize charging each other between two cars.
TABLE 1 working modes of a multi-port energy conversion device applied to electric vehicle charging
Figure BDA0002970284360000131
Figure BDA0002970284360000141
And (4) surface note:
definition of one, unit
Unit A: three-phase voltage type PWM rectifying unit
Unit B: electric automobile mutual charging interface
Unit C: dual active bridge DC/DC conversion unit
A unit D: boost conversion unit
And E unit: battery cell
And F unit: single-phase full-bridge inversion unit
A unit G: buck voltage reduction conversion unit
Second, defining the working mode state
1. Defining the energy of each unit to flow from the input end of each unit to the output end of the unit: 1 state;
2. defining the energy of each unit to flow from the output end of each unit to the input end of the unit: -1 state;
3. define no energy flow for each unit: a 0 state;
finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit of the corresponding technical solutions and scope of the present invention as defined in the appended claims.

Claims (4)

1.一种电动汽车充电的多端口能量变换装置，其特征在于，包括三相电压型PWM整流单元、双有源桥DC/DC变换单元、电动汽车互充接口、光伏输入单元、Boost升压变换单元、蓄电池单元，单相全桥逆变单元，Buck降压变换单元、高压直流端口1和高压直流端口2；1. a multi-port energy conversion device for electric vehicle charging, is characterized in that, comprises three-phase voltage type PWM rectifier unit, dual active bridge DC/DC conversion unit, electric vehicle mutual charging interface, photovoltaic input unit, Boost boost Conversion unit, battery unit, single-phase full-bridge inverter unit, Buck step-down conversion unit, HVDC port 1 and HVDC port 2; 所述三相电压型PWM整流单元的输入端与电网相连接，三相电压型PWM整流单元的输出端与高压直流端口1连接，高压直流端口1同时连接所述电动汽车互充接口与双有源桥DC/DC变换单元的输入端，所述高压直流端口2与双有源DC/DC变换单元的输出端相连接；所述光伏输入单元的输出端与Boost升压变换单元的输入端相连接，Boost升压单元的输出端与高压直流端口2相连接；蓄电池单元的输入端、单相全桥逆变单元的输入端和Buck降压变换单元的输入端连接高压直流端口2，单相全桥逆变单元输出端连接单相交流负载或储能设备，Buck降压单元的输出端连接低压直流负载或储能设备。The input end of the three-phase voltage-type PWM rectifier unit is connected to the power grid, the output end of the three-phase voltage-type PWM rectifier unit is connected to the high-voltage DC port 1, and the high-voltage DC port 1 is simultaneously connected to the electric vehicle mutual charging interface and the dual electric vehicle. The input end of the source bridge DC/DC conversion unit, the high-voltage DC port 2 is connected to the output end of the dual active DC/DC conversion unit; the output end of the photovoltaic input unit is connected to the input end of the boost boost conversion unit. The output end of the Boost booster unit is connected to the high-voltage DC port 2; the input end of the battery unit, the input end of the single-phase full-bridge inverter unit and the input end of the Buck step-down conversion unit are connected to the high-voltage DC port 2, and the single-phase The output end of the full-bridge inverter unit is connected to a single-phase AC load or energy storage device, and the output end of the Buck step-down unit is connected to a low-voltage DC load or energy storage device. 2.根据权利要求1所述的一种电动汽车充电的多端口能量变换装置，其特征在于，所述的电动汽车互充接口、双有源桥DC/DC变换单元和单相全桥逆变单元均包括三种能量流动工作模式：能量从输入端流向输出端为正向传输，能量从输出端流向输入端为反向传输，无能量流动则为不传输。2. The multi-port energy conversion device for electric vehicle charging according to claim 1, wherein the electric vehicle mutual charging interface, the dual active bridge DC/DC conversion unit and the single-phase full-bridge inverter Each unit includes three working modes of energy flow: forward transmission of energy flowing from the input end to the output end, reverse transmission of energy flowing from the output end to the input end, and no transmission without energy flow. 3.一种电动汽车充电的多端口能量变换装置控制方法，通过权利要求1所述一种电动汽车充电的多端口能量变换装置实现，其特征在于：包括以下步骤：3. A method for controlling a multi-port energy conversion device for charging an electric vehicle, realized by a multi-port energy conversion device for charging an electric vehicle according to claim 1, characterized in that: comprising the following steps: 步骤1：双有源DC/DC变换器采用模型预测控制，同时考虑到外界因素的影响，引入误差校正参数ε对偏差进行补偿，具体步骤如下：Step 1: The dual active DC/DC converter adopts model predictive control, and considers the influence of external factors, and introduces the error correction parameter ε to compensate for the deviation. The specific steps are as follows: 步骤1.1：对双有源DC/DC变换器输出电压建模得DAB的简化降阶模型为：Step 1.1: Modeling the output voltage of the dual active DC/DC converter The simplified reduced-order model of DAB is:
Figure RE-FDA0003138178620000011
Figure RE-FDA0003138178620000011
 其中，RL为负载电阻值，C1为输出电容值，L为变压器漏感值，n为变压器变比，D为占空比，fs为开关频率；Among them, R L is the load resistance value, C 1 is the output capacitance value, L is the transformer leakage inductance value, n is the transformer transformation ratio, D is the duty cycle, and f s is the switching frequency; 步骤1.2：采用欧拉前向法对输出电压微分项进行离散化处理，得：Step 1.2: Use the Euler forward method to discretize the differential term of the output voltage, and get:
Figure RE-FDA0003138178620000012
Figure RE-FDA0003138178620000012
 其中，Ts为开关周期；Among them, T s is the switching period; 步骤1.3：将步骤1.1中公式带入1.2中的公式进行整理得：Step 1.3: Bring the formula in step 1.1 into the formula in 1.2 and sort out:
Figure RE-FDA0003138178620000021
Figure RE-FDA0003138178620000021
 其中，Vi(tk)、Vo(tk)和io(tk)分别为tk时刻输入电压、输出电压与输出电流采样值；Among them, V i (t k ), V o (t k ) and i o (t k ) are the sampling values of input voltage, output voltage and output current at time t k , respectively; 步骤1.4：建立评价函数J(k)＝(Vo(tk+1)-Voref)2，经过求导得占空比
Figure RE-FDA0003138178620000022
其中
Figure RE-FDA0003138178620000023
Voref为输出电压参考值；Step 1.4: Establish an evaluation function J(k)=(V o (t k+1 )-V oref ) 2 , and obtain the duty cycle by derivation
Figure RE-FDA0003138178620000022
in
Figure RE-FDA0003138178620000023
V oref is the output voltage reference value; 步骤1.5：引入误差校正参数ε后的预测优化相移比表达式为Din＝εD；Step 1.5: The predicted and optimized phase shift ratio expression after introducing the error correction parameter ε is D in =εD; 步骤1.6：得到模型预测控制下DAB变换器的输出功率为
Figure RE-FDA0003138178620000024
实际占空比为
Figure RE-FDA0003138178620000025
Step 1.6: Obtain the output power of the DAB converter under model predictive control as
Figure RE-FDA0003138178620000024
The actual duty cycle is
Figure RE-FDA0003138178620000025
 步骤2：采用基于模型预测的多目标优化控制实现电动汽车互充技术，具体步骤如下：Step 2: The multi-objective optimal control based on model prediction is used to realize the mutual charging technology of electric vehicles. The specific steps are as follows: 步骤2.1：设新能源输出功率调节函数为：Step 2.1: Set the new energy output power adjustment function as:
Figure RE-FDA0003138178620000026
Figure RE-FDA0003138178620000026
 其中：ωpv为光伏的温度转换功率系数，T为当前时刻温度，Tref为额定参考温度，spv为当前时刻光照强度，
Figure RE-FDA0003138178620000027
为新能源输出功率额定值；Where: ω pv is the photovoltaic temperature conversion power coefficient, T is the temperature at the current moment, T ref is the rated reference temperature, s pv is the light intensity at the current moment,
Figure RE-FDA0003138178620000027
is the new energy output power rating; 步骤2.2：设新能源输入电动汽车微网功率预测函数为：Step 2.2: Let the new energy input electric vehicle microgrid power prediction function be:
Figure RE-FDA0003138178620000028
Figure RE-FDA0003138178620000028
Figure RE-FDA0003138178620000029
Figure RE-FDA0003138178620000029
 其中：Ppv-in为光伏能源输入电动汽车功率，
Figure RE-FDA00031381786200000210
为光伏功率预测误差值，ηpv和λpv分别为由数据统计得到的光伏功率预测误差的均值和方差；Among them: P pv-in is the photovoltaic energy input electric vehicle power,
Figure RE-FDA00031381786200000210
is the PV power prediction error value, η pv and λ pv are the mean value and variance of the PV power prediction error obtained from data statistics, respectively; 步骤2.3：设定电动汽车微网系统功率调节函数为：Step 2.3: Set the power adjustment function of the electric vehicle microgrid system as:
Figure RE-FDA0003138178620000031
Figure RE-FDA0003138178620000031
 其中τ为蓄电池的电量状态，P1为电网端口输入功率，P2为另一台电动汽车输入功率，P3为单相交流端口输出功率，P4为低压直流接口输出功率，PBN为蓄电池额定输入功率；Among them, τ is the state of charge of the battery, P 1 is the input power of the grid port, P 2 is the input power of another electric vehicle, P 3 is the output power of the single-phase AC port, P 4 is the output power of the low-voltage DC port, and P BN is the battery. Rated input power; 步骤2.4：设定电动汽车微网系统的多目标优化控制函数为Step 2.4: Set the multi-objective optimization control function of the electric vehicle microgrid system as
Figure RE-FDA0003138178620000032
Figure RE-FDA0003138178620000032
Figure RE-FDA0003138178620000033
Figure RE-FDA0003138178620000033
 其中Ps＝P1+P2+P3+P4+Ppv-in，where P s =P 1 +P 2 +P 3 +P 4 +P pv-in , 电池充电转换效率为
Figure RE-FDA0003138178620000034
The battery charging conversion efficiency is
Figure RE-FDA0003138178620000034
 单相交流设备转换效率
Figure RE-FDA0003138178620000035
Conversion efficiency of single-phase AC equipment
Figure RE-FDA0003138178620000035
 低压直流负载转换效率
Figure RE-FDA0003138178620000036
Low Voltage DC Load Conversion Efficiency
Figure RE-FDA0003138178620000036
 其中多目标限制条件为The multi-objective constraints are
Figure RE-FDA0003138178620000037
Figure RE-FDA0003138178620000037
 α、β、γ为权重因子，ηB、η3、η4分别为电池充电转换效率，单相交流设备转换效率，低压直流负载转换效率，满足约束条件且多目标优化函数F(t)达到最小值时为最优控制；α, β, γ are the weighting factors, η B , η 3 , η 4 are the battery charging conversion efficiency, the single-phase AC equipment conversion efficiency, and the low-voltage DC load conversion efficiency, which satisfy the constraints and the multi-objective optimization function F(t) reaches The minimum value is the optimal control; 步骤2.5：对ηB、η3、η4进行单独求解，获得(P1,P2,P3,P4),(P1,P2,P3,P4)(2),(P1,P2,P3,P4)(3)三组约束条件下的单一指标最优；Step 2.5: Solve η B , η 3 , η 4 separately to obtain (P 1 , P 2 , P 3 , P 4 ), (P 1 , P 2 , P 3 , P 4 ) (2) , (P 1 , P 2 , P 3 , P 4 ) (3) A single index is optimal under three sets of constraints; 步骤2.6：根据步骤2.5得到每个指标对应的最优解中的最大值Mj及每个指标对应的最优解中的最小值mj，并进行归一化处理计算；Step 2.6: Obtain the maximum value M j in the optimal solution corresponding to each index and the minimum value m j in the optimal solution corresponding to each index according to step 2.5, and perform normalization processing calculation;
Figure RE-FDA0003138178620000041
确定加权系数
Figure RE-FDA0003138178620000042
其中i，j＝1,2,3
Figure RE-FDA0003138178620000041
Determine the weighting factor
Figure RE-FDA0003138178620000042
where i,j=1,2,3 步骤2.7：构造多目标规划性问题
Figure RE-FDA0003138178620000043
其中i，j＝1,2,3；μ为电池充电转换效率、单相交流设备转换效率以及低压直流负载转换效率之和；求得一组理想解(P1,P2,P3,P4)*,将理想解带入步骤2.4中f1、f2和f3三个指标的函数进行比较，若每个指标偏差均小于等于5％则结束计算，否则跳转到步骤2.8；Step 2.7: Construct a multi-objective programming problem
Figure RE-FDA0003138178620000043
where i, j=1, 2, 3; μ is the sum of battery charging conversion efficiency, single-phase AC equipment conversion efficiency, and low-voltage DC load conversion efficiency; a set of ideal solutions (P 1 , P 2 , P 3 , P 4 ) * , bring the ideal solution into the functions of the three indicators f 1 , f 2 and f 3 in step 2.4 for comparison, if the deviation of each indicator is less than or equal to 5%, end the calculation, otherwise jump to step 2.8; 步骤2.8：若不满足要求的指标为小于单一指标最优，构造多目标规划性问题Lp(2)；Step 2.8: If the index that does not meet the requirements is less than a single index optimal, construct a multi-objective programming problem Lp(2);
Figure RE-FDA0003138178620000044
Figure RE-FDA0003138178620000044
 其中j＝1,2,3在于预先设定好的偏差进行比较直到偏差小于5％为止，不满足则反复进行步骤2.8直至输出一组实际理想解(P1,P2,P3,P4)*为止，所得即为最优功率，从而实现电动汽车充电的模型预测多目标优化功率控制效果；Among them, j=1, 2, 3 is to compare the preset deviation until the deviation is less than 5%. If it is not satisfied, repeat step 2.8 until a set of actual ideal solutions (P 1 , P 2 , P 3 , P 4 are output) ) * , the result is the optimal power, so as to realize the multi-objective optimal power control effect of model prediction of electric vehicle charging; 步骤1中所述新能源汽车能源调节函数为：The energy adjustment function of the new energy vehicle described in step 1 is:
Figure RE-FDA0003138178620000045
Figure RE-FDA0003138178620000045
 其中sign函数为：The sign function is:
Figure RE-FDA0003138178620000046
Figure RE-FDA0003138178620000046
 其中w为SOCLi+SOCc,SOCLi,SOCc分别为超级电容剩余电量，车载锂电池剩余电量；where w is SOC Li +SOC c , SOC Li , SOC c are the remaining power of the super capacitor and the remaining power of the vehicle lithium battery; 所述新能源汽车电动机功率预测函数为，根据汽车K-1时刻运行速度仅预测电动汽车增速K时刻的补偿动力：The new energy vehicle electric motor power prediction function is, according to the running speed of the car at time K-1, only predict the compensation power of the electric vehicle at the time of K-speed increase:
Figure RE-FDA0003138178620000047
Figure RE-FDA0003138178620000047
 其中VK为其当前速度。where V K is the current speed. 4.根据权利要求3所述的一种电动汽车充电的多端口能量变换装置控制方法，其特征在于，步骤3中所述单一指标最优：(P1,P2,P3,P4)的电池充电转换效率、单相交流设备转换效率、低压直流负载转换效率分别为f1、f2、f3；(P1,P2,P3,P4)(2)的电池充电转换效率、单相交流设备转换效率、低压直流负载转换效率分别为f1 (2)、f2 (2)、f3 (2)；(P1,P2,P3,P4)(3)的电池充电转换效率、单相交流设备转换效率、低压直流负载转换效率分别为f1 (3)、f2 (3)、f3 (3)。4. The method for controlling a multi-port energy conversion device for electric vehicle charging according to claim 3, wherein the single index in step 3 is optimal: (P 1 , P 2 , P 3 , P 4 ) The battery charging conversion efficiency, single-phase AC equipment conversion efficiency, and low-voltage DC load conversion efficiency are f 1 , f 2 , and f 3 respectively; (P 1 , P 2 , P 3 , P 4 ) (2) The battery charging conversion efficiency , single-phase AC equipment conversion efficiency, low-voltage DC load conversion efficiency are f 1 (2) , f 2 (2) , f 3 (2) ; (P 1 , P 2 , P 3 , P 4 ) (3) The battery charging conversion efficiency, the single-phase AC equipment conversion efficiency, and the low-voltage DC load conversion efficiency are f 1 (3) , f 2 (3) , and f 3 (3) , respectively.
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