1. Introduction
At present, electric vehicles are in a stage of rapid development. The data show that as of March 2022, the number of new-energy vehicles in China reached 8.915 million, accounting for 2.9% of the total number of vehicles. Among them, there are 7.245 million pure electric vehicles, accounting for 81.27% of the total number of new-energy vehicles. In a short time, the number of electric vehicles increases, which increases the demand for charging load [
1]. At present, the charging infrastructure construction policy is to invest ahead of time, which can quickly meet the charging needs of current users. However, in the long run, it is difficult to maximize benefits under this construction method, and it will cause uneven distribution and waste of charging resources. With the continuous development of science and technology, research on batteries, motor systems [
2], and observer and control methods [
3,
4,
5,
6] for electric vehicles is becoming more complex. At present, electric vehicles on the market have made long-term progress in cruising range and system control. According to the investigation, the main factors that users pay attention to when purchasing electric vehicles are battery quality and stability, range, safety, charging convenience, and duration [
7,
8]. Therefore, we can find that a reasonable site selection scheme on the one hand helps to improve the convenience of charging users, and on the other hand can increase the desire of users to buy electric vehicles.
The problem of charging station location is characterized by large-scale, multiconstraint, and nonlinear factors, which belong to the category of multiobjective optimization. From the perspective of optimization objectives, the current charging station location optimization layout models are mainly divided into three categories. The first type is the model established from the perspective of users, such as the model of minimum charging cost of electric vehicles [
9,
10] and the model of maximum charging satisfaction [
11,
12]. The second type of model is established from the perspective of charging station operating enterprises, such as the minimum annual operating cost model of the charging station [
13,
14]. Both of these models lack some objectivity and only satisfy unilateral interest demands. The third type is the model established by taking into account the interests of users and enterprises [
15]. On the one hand, it reduces the charging cost for users and improves the convenience of charging; on the other hand, it protects the interests of enterprises and reduces operating costs. Wang et al. established a location model from the user’s point of view, which considered distance and driving cost as objective functions. Through this model, the charging convenience and satisfaction of users are greatly improved [
16].
When solving multiobjective problems, it is often necessary to seek a set of solutions that can compare and balance each objective—the Pareto optimal solution. The swarm intelligence optimization algorithm has a strong ability to seek optimization, and it has the advantage that enough optimization solutions can be obtained in one optimization. Based on simple individuals and rules, the swarm intelligence optimization algorithm has stronger robustness, stability, and adaptability. Swarm intelligence methods have been widely used in image processing, path planning, vehicle scheduling, fault diagnosis, and other fields [
17,
18,
19,
20,
21,
22,
23]. Typical swarm intelligence optimization algorithms include the particle swarm optimization algorithm (PSO) [
24], artificial bee colony algorithm (ABC) [
25], gravitational search algorithm (GSA) [
26], differential evolution algorithm (DE) [
27], among others. Although new optimization algorithms emerge in an endless stream, there is no single algorithm that can solve all optimization problems. DE has the problem that it is easy to fall into the local optimal solution and the search is stagnant [
28]; GSA has the problem of low solution accuracy, and GSA is prone to premature problems in the optimization process [
29]; PSO has low solution accuracy when solving the problem, and the parameters need to be adjusted according to different problems [
30].
The whale optimization algorithm (WOA) [
31] is a new swarm intelligence optimization algorithm proposed in 2016 by Australian scholars Seyedali Mirjalili and Andrew Lewis. WOA has the advantages of an easily understood principle and easy implementation of operation. However, similar to other intelligent algorithms, WOA also has some shortcomings, such as slow convergence speed and reduced global search ability at the end of iteration [
32,
33]. To this end, many scholars have improved WOA [
32,
33,
34,
35,
36]. Ning et al. improved WOA from three aspects: initial population, convergence factor, and mutation operation [
33]. Then, the nonfixed penalty function method is used to transform the constrained problem into an unconstrained problem. Bozorgi et al. introduced the concept of chaos theory into the optimization process of WOA. Experiments show that chaotic mapping can improve the optimization ability of the algorithm [
34]. At present, WOA is also used to solve various practical problems. Yan et al. established a resource allocation model with the goal of maximizing economic benefits and minimizing water shortages to optimize water resources allocation [
37]; the improved WOA is used to solve the model. The results show that the optimized allocation results are consistent with the actual situation of water resources development and utilization. Provas et al. proposes a new whale optimization algorithm (MONWOA) to solve the environmental economic power dispatching problem [
38]. In order to better test the performance of the algorithm, the performance of MONWOA, WOA, and PSO is compared. The results show that MONWOA is more stable and effective than the other two algorithms in solving problems.
In recent years, the whale optimization algorithm has gradually been used to solve the location problem. Zhang et al. introduced Gaussian variation, differential evolution, and congestion factor into the whale optimization algorithm, and used it to solve the location problem of electric vehicle charging stations [
39]. However, there are few test functions used in this research, and the effectiveness analysis of algorithm improvement is not enough. Cheng et al. considered the cost of the whole society when establishing the location model of electric vehicle charging stations, and solved the model with the whale optimization algorithm improved by mixed strategy [
40]. However, when establishing the location model, this study ignores the user’s demand for charging convenience.
These improved strategies described above are mainly reflected in the initialization of the population, nonlinear time-varying factors, adaptive weights, etc. These improved strategies help to enrich the diversity of the population and help the algorithm to remove the local optimal solution. However, these measures also limit the overall convergence speed of the algorithm, and the population lacks mutual learning. At the same time, it is found that the whale optimization algorithm is rarely used in site selection, especially when solving the site selection problem, and the effectiveness of the algorithm has not been well verified. In order to explore the performance of the whale optimization algorithm in solving location and high-dimensional problems, this paper designs a hybrid improvement strategy for the current main problems of the whale optimization algorithm, which can solve the multiobjective location optimization model. Therefore, this paper proposes an improved whale optimization algorithm (IWOA) based on hybrid strategies. Compared with existing research, the main contributions of this paper follow:
Aiming at the problems existing in WOA, this paper uses the Circle chaotic map to generate the initial population, and uses the Tent chaotic map to replace the original rand function to generate pseudorandom numbers. The improved strategy makes the initial solution more evenly distributed in the search space and improves the convergence speed of the algorithm.
In order to enhance the learning ability between populations, this paper introduces a reverse learning mechanism into the algorithm. This strategy has a significant impact on expanding the screening range and improving the convergence speed.
A new nonlinear variation convergence factor and adaptive threshold improvement formula are proposed, and some improvements are made to the variation in the step size. This strategy helps to balance and improve the global search ability and local development ability of the algorithm. The charging station service scope is divided by a Voronoi diagram.
A location model aiming at the minimum comprehensive cost is established. The influence of changing the number of sites on site selection is analyzed.
The performance of IWOA is tested with 18 benchmark functions. The results show that the improvement measures listed above can effectively improve the optimization accuracy and convergence speed of the algorithm. The experiment applies the improved whale algorithm to solve the electric vehicle charging station location problem to prove the practical performance of this algorithm in engineering problems.
4. Algorithm Application Analysis Algorithm
To test the optimization performance of the algorithm in solving practical problems, in this section, the convergence speed and solution accuracy of IWOA in solving the charging station location optimization model considering the cost problem are studied.
4.1. Optimal Model of Charging Station Site Selection
With the enhancement of people’s awareness of environmental protection, energy saving and environmental protection have become important considerations for consumers when purchasing automobiles [
44,
45]. The continuous increase in the number of new-energy vehicles has driven the development of industries such as charging infrastructure. Reasonable charging station site selection has important strategic significance for the development of electric vehicles. In the process of establishing the site selection model, this paper mainly considers the interests of two aspects: enterprises and users. It is necessary to ensure that the company is profitable, and to reduce the cost of charging users as much as possible. Generally speaking, the location model is a nonlinear programming model with complex constraints, which belongs to an NP-hard problem.
When establishing the location model, this paper draws on the ideas of the traditional P-median model [
46] and the maximum coverage model [
47]. Under the premise of satisfying the constraints, a site selection model with the goal of minimizing the comprehensive cost is established and strives to make the charging service range fully covered in the study area. The objective function of the location optimization model is shown in Equation (23), which consists of three parts: annual construction and operation cost
, time cost
, and penalty term
.
mainly consists of two parts, including the construction cost
and the operating cost
, the mathematical expression is provided as Equation (24). Among them,
mainly includes charging pile, land, transformer, and other costs, as shown in Equation (25);
mainly includes labor cost and equipment maintenance cost, as shown in Equation (26). Equation (27) is the annual time-consuming cost. Equation (28) is a constraint in the location model, and it can be found from the formula that it mainly includes two parts. The first part is that the distance between two charging service stations should be no less than 6 km. The reason for this setting is that the distance between some charging stations is too close at present, resulting in excessive concentration of charging resources. Ca is the number of service stations that do not meet the 6 km constraint. The second part of Equation (28) is the constraint on the service capacity of the charging station. The station selected as the charging service station needs to be able to provide charging service for the vehicles coming to charge. Because of the different number of charging piles in each charging station, it is difficult for some stations to meet the charging demand of electric vehicles at times during the peak charging period. Cc is the number of charging stations that cannot meet the charging demand at this point. On the one hand, these two parts in Equation (28) are to balance the charging resources and improve the charging convenience of users; on the other hand, it can improve the overall utilization rate of charging service stations and protect the interests of enterprises.
In Equations (23)–(28), is the set of charging service stations, and is the charging station; is the discount rate, = 0.08; is the depreciation period, = 20 years; is the fixed investment cost, this paper sets the cost of a charging station to be 1 million CNY; is the number of charging piles in the station; is the equivalent investment coefficient of related equipment costs and its value is 10,000 CNY/unit2; is the unit price of the charging pile. In this paper, the price of a single charging pile is set at 100,000 CNY; is the conversion factor of labor and equipment operation and maintenance costs, = 0.1; is the distance from each charging demand point to the charging service station that provides services for it; is the amount spent by the electric vehicle per kilometer, and its value is 1.79 CNY.
In addition to the two constraints mentioned in the penalty item, the setting of constraints also needs to consider the demand distribution relationship and coverage.
Each charging demand point can only be served by one charging service station, such as Equation (29). Equation (30) specifies that the number of charging service stations is
. Equation (31) ensures that the demand at the demand point can only be provided by the charging service station. In Equation (32),
and
take the value 0 or 1.
represents the service demand distribution relationship between the charging demand point and the charging service station.
In Equations (29)–(32), is the set of all demand points and is the charging demand point. When the value of is 1, it means that the demand of charging demand point is provided by charging service station , otherwise it is 0. When the value of is 1, it means that point is selected as the charging service station.
4.2. Using IWOA to Solve the Charging Station Location Model
To verify the effectiveness of IWOA in solving the location optimization problem, IWOA and WOA were used to solve the location model. In this case, there are a total of 130 charging stations. The number of sites varies from 12 to 24. The number of iterations is 100.
To better analyze the impact of changes in the number of sites on the site selection scheme, this paper sets the minimum number of sites as 12 and the maximum number of sites as 24. It can be found from
Table 6 that when the number of charging stations is 23, the minimum annual construction and operation cost can be solved. When the number of charging stations is 24 and 13, the minimum time cost and penalty value, respectively, can be obtained. The costs are sorted in order from small to large. When the number of charging stations is 14, the scheme ranks 1st in comprehensive cost, 6th in annual construction and operation cost, 13th in time cost, and 4th in penalty. Overall, when 14 charging stations are installed, the comprehensive cost is the smallest.
According to
Table 6, we determined that the number of charging service stations is 14. To verify the effectiveness of the algorithm improvement, we use IWOA and WOA to solve the location model.
Table 7 shows the comparison of various elements when using IWOA and WOA to solve the location problem. As can be seen from
Table 7, the comprehensive cost obtained by IWOA is 128,131.9 less than WOA. Except for
, IWOA performs better than WOA in terms of
,
, and convergence speed.
Figure 24 shows the convergence curves of the two algorithms for solving the same location model. As can be seen from the figure, the IWOA algorithm is far better than IWOA in terms of convergence speed and solution accuracy.
Figure 25 shows the site selection results obtained by using the IWOA algorithm. The red squares in the figure are charging service stations, and the green dots are charging demand stations.
The Voronoi diagram has the following characteristics: there is one generator in each V polygon; the distance from each V polygon to the generator is shorter than the distance to other generators; the distance between the points on the polygon boundary and the generator that generates the boundary is equal. We use these features of the Voronoi diagram to divide the service range of charging stations.
Figure 26 shows the division result of the service range of the charging station. The blue dots in
Figure 26 are charging service stations, the red star points are charging demand stations, and the blue borders are charging range boundaries.