Port carbon emission reduction optimization method and system

Abstract

The invention provides a port carbon emission reduction optimization method and system, and the method comprises the steps: firstly obtaining a carbon emission reduction management parameter; under a plurality of constraint conditions established by taking old port equipment emission reduction transformation and elimination limitation, incremental port equipment type selection and scale limitation, carbon counteracting project purchase and counteracting carbon quantity limitation, carbon peak reaching and carbon neutralization limitation and energy and carbon emission limitation as constraints, a plurality of constraint conditions are established; according to the cost of an emission reduction and transformation technology, a first decision variable, a subsidy eliminated by each piece of port equipment in the year, a second decision variable, the number of fuel used in the year, the fuel price in the year, the number of types of newly-input port equipment in the year, the cost of the newly-input port equipment and the number of direct carbon counteracting items purchased in the year, the number of direct carbon counteracting items is calculated. And constructing a port comprehensive carbon emission reduction optimization model according to the number of indirect carbon offset items purchased per year, the number of carbon quotas purchased per year and the price of the carbon quotas per year, and calculating an optimal solution by adopting a solver, thereby obtaining an optimal comprehensive carbon emission reduction scheme to realize optimization of port carbon emission reduction.

Description

Technical Field

[0001] The present invention relates to the technical field of port carbon emission management, and in particular to a port carbon emission reduction optimization method and system. Background Art

[0002] Landshore refers to the land areas that ships pass through during transportation, including shores, coastlines, and coastal areas, encompassing facilities such as ports, docks, and storage yards. Ships perform numerous operations onshore, including mooring, loading and unloading cargo, and short-haul cargo operations. Like navigation on water, these landshore operations also generate carbon emissions. The operation of port facilities, the transportation of cargo to and from ports by logistics vehicles, the generation and supply of power while ships are at port, and the loading and unloading of cargo using various mechanical port equipment and transportation vehicles all have negative impacts on the environment. Therefore, when implementing a green transformation for the industry, consideration should be given to implementing emission reduction strategies across all aspects of the landshore sector.

[0003] Current carbon reduction measures by shipping companies onshore primarily focus on exploring new energy sources and upgrading or replacing major carbon emission sources. First, the development and utilization of clean energy. This involves fully utilizing the potential energy resources within the port area, such as wind, sunlight, waves, and water, to increase the proportion of clean energy such as wind and solar power used within the port. Tai'an Port's Pengji Operation Area has installed a 70-mu photovoltaic power generation system, generating over 5 million kilowatt-hours of electricity annually, reducing carbon emissions by over 4,200 tons and electricity costs by over 5 million yuan, effectively increasing the utilization rate of green electricity within the terminal's operations. Second, the renovation and upgrading of port facilities and equipment. This involves promoting clean energy use in port operating vehicles and large facilities, adopting clean energy sources such as liquefied natural gas and hydrogen, and upgrading and retiring high-energy-consuming and inefficient tractors, container trucks, forklifts, stackers, and gantry cranes. The Port of Hamburg, Germany, plans to introduce a variety of fuel cell-powered transport vehicles, trucks, tractors, forklifts, and other port equipment, hoping to achieve climate neutrality by 2040 through these measures. Third, the application of advanced technologies to improve operational efficiency. Accelerating technological innovation and optimizing management and control models can also reduce carbon emissions at land-based logistics sites. Specifically, by precisely calculating and managing the number and location of lighting facilities, and employing segmented control and automatic dimming technologies, electricity consumption can be reduced. Optimizing land-based logistics vehicle routes and reducing inefficient travel can also reduce energy consumption.

[0004] my country's carbon market launched online trading on July 16, 2021, with an opening price of 48 yuan / ton for carbon allowances (CEAs). Two compliance cycles have been successfully completed: the first, covering 2019 and 2020, and the second, covering 2021 and 2022. The national carbon market's composite closing price reached 83.83 yuan / ton on March 21, 2024. The carbon market has gradually matured and is showing an upward trend. The opening of carbon market trading has provided new opportunities for the shipping industry to achieve its carbon reduction targets. The carbon market is a trading platform for carbon emission rights, designed to address climate change by incentivizing the reduction of greenhouse gas emissions. Within the carbon market, the government establishes a certain number of carbon emission allowances, known as carbon allowances (CEAs), to limit companies' greenhouse gas emissions. These allowances can be considered "permits" to pollute, and companies need sufficient allowances to cover their actual emissions. At the same time, companies can buy and sell these carbon allowances on the carbon market. Companies can sell excess allowances to companies whose emissions exceed their quotas, ensuring that both parties meet their quota requirements. Furthermore, companies can proactively purchase certified units from companies implementing carbon offsetting activities to offset their own carbon emissions. Carbon offsetting refers to the practice of supporting emission reduction projects to achieve environmental protection goals when carbon emissions are unavoidable. Funds from purchasing carbon offset units are typically used to support projects such as renewable energy, forestry carbon sequestration, methane utilization, and forest protection and restoration to achieve carbon emission reduction goals. This offset mechanism, as a supplement to the carbon market, can be used to offset allowances or directly participate in carbon market transactions. Key emission units can use CCERs to offset CEA payments annually. Currently, the national carbon market offset ratio is 5%, while other pilot regions have offset ratios ranging from 5% to 10%.

[0005] In this context, enterprises must accelerate the pace of green transformation, and the necessity and importance of implementing emission reduction measures are self-evident. The current technical route for port carbon emission reduction optimization research is to calculate the future annual carbon emissions under the current development plan (without adopting carbon emission reduction plans) based on the information of port equipment that causes carbon emissions, and use it as a baseline. The existing port carbon emission reduction optimization model is mainly based on the optimization and adjustment of the existing terminal planning, and adjusts the procurement and renewal plans of the terminal decision-making, and attempts to generate the optimal solution within the scope of the enterprise planning that meets the "3050" goal (port carbon emissions peak in 2030 and reach neutrality in 2050). However, this type of model cannot generate a feasible solution. The main reason is that the model only considers small adjustments within the scope of the enterprise planning, which is costly and takes into account a single factor.

[0006] Numerous real-world cases, policies, and market trends present both new opportunities and challenges for carbon reduction in the onshore sector. Developing rational, scientific carbon reduction plans, balancing costs and effectiveness, and forecasting future emissions to meet carbon quotas and the 3050 target require scientific modeling and calculation methods. Summary of the Invention

[0007] To address the current problems in port carbon emission reduction optimization, such as only considering minor adjustments within the company's planning scope, a lack of considerations, low operational efficiency, and high costs, the present invention provides a port carbon emission reduction optimization method that predicts future port carbon emissions with the goal of minimizing total cost. This method can simultaneously meet energy requirements, carbon emission quotas, and the "3050" target, and can flexibly adopt various strategies to achieve carbon reduction goals while reducing carbon reduction costs. This effectively improves operational efficiency and reduces operating costs, providing a decision-making reference for port companies in formulating specific carbon emission reduction plans. The present invention also relates to a port carbon emission reduction optimization system.

[0008] The technical solutions of the present invention are as follows:

[0009] A method for optimizing port carbon emission reduction, characterized by comprising the following steps:

[0010] Parameter acquisition step: obtaining carbon emission reduction management parameters, wherein the carbon emission reduction management parameters include the cost of emission reduction transformation technology, the subsidy for each port equipment retirement, the amount of fuel used, the fuel price, the number of types of newly invested port equipment, the cost of newly invested port equipment, the number of direct carbon offset projects and indirect carbon offset projects purchased, the number of carbon credits purchased, and the price of carbon credits;

[0011] Steps for establishing a comprehensive carbon emission reduction optimization model for ports: construct the first decision variable based on the selection result of whether port equipment chooses to undergo emission reduction transformation technology in a certain year, construct the second decision variable based on the judgment result of whether the port equipment is eliminated in that year, and under multiple constraints established based on the emission reduction transformation and elimination restrictions of old port equipment, the selection and scale restrictions of incremental port equipment, the procurement of carbon offset projects and the amount of carbon offset, the carbon peak and carbon neutrality restrictions, and the energy and carbon emission restrictions, construct a comprehensive carbon emission reduction optimization model for ports with the goal of minimizing total cost based on the cost of emission reduction transformation technology, the first decision variable, the subsidy for each port equipment eliminated in that year, the second decision variable, the amount of fuel used in that year, the fuel price in that year, the number of types of port equipment newly invested in that year, the cost of new port equipment invested, the number of direct carbon offset projects purchased in that year, the number of indirect carbon offset projects purchased in that year, the number of carbon quotas purchased in that year, and the price of carbon quotas in that year;

[0012] Optimal solution calculation steps: Use the solver to calculate the optimal solution of the port comprehensive carbon emission reduction optimization model, and then obtain the optimal comprehensive carbon emission reduction plan that minimizes the total cost to predict future port carbon emissions and achieve optimization of port carbon emission reduction.

[0013] Preferably, in the step of establishing the comprehensive carbon emission reduction optimization model for ports, the emission reduction transformation and elimination restrictions of old port equipment include the elimination time limit range of old port equipment, the emission reduction transformation time limit range of old port equipment, the different energy consumption limit ranges of old port equipment after emission reduction transformation, and the efficiency limit range of each old port equipment before and after emission reduction transformation; the incremental port equipment selection and scale restrictions include the number limit range of newly invested port equipment types, the amount limit range of fuel used by all newly invested port equipment, and the efficiency value limit range provided by the newly invested port equipment; the carbon offset project procurement and offset carbon amount restrictions include the annual purchase The scope of quantity restrictions on direct carbon offset projects, the scope of total quantity restrictions on purchased direct carbon offset projects, the scope of carbon quantity restrictions offset by direct carbon offset projects, the scope of annual quantity restrictions on purchased indirect carbon offset projects, and the scope of total quantity restrictions on purchased indirect carbon offset projects; the carbon peak and carbon neutrality restrictions include carbon peak time restrictions, carbon neutrality time restrictions, restrictions on net emissions after carbon peak, and restrictions on net emissions and absorption after carbon neutrality; the energy and carbon emission restrictions include energy quantity restrictions, energy purchase quantity restrictions, carbon emission quantity restrictions on purchased energy, carbon emission quantity restrictions after offsetting, and working capacity restrictions provided by newly invested port equipment.

[0014] Preferably, in the step of establishing the comprehensive carbon emission reduction optimization model for the port, the multiple constraints include a first constraint, a second constraint, a third constraint, a fourth constraint, a fifth constraint, a sixth constraint and a seventh constraint established based on the time limit range for the elimination of old port equipment, the time limit range for the emission reduction transformation of old port equipment, the different energy consumption limit ranges of old port equipment after the emission reduction transformation, and the efficiency limit range of each old port equipment before and after the emission reduction transformation. The first constraint and the second constraint are constructed based on the second decision variable and the preset numerical threshold value, the third constraint is constructed based on the first decision variable and the second decision variable, the fourth constraint is constructed based on the amount of fuel used by the port equipment in a certain year, the basic energy consumption of each port equipment, the first decision variable and the second decision variable. The first decision variable and the energy consumption reduction of each port equipment after the emission reduction transformation technology are used are constructed. The fifth constraint condition is constructed based on the amount of fuel used by the port equipment in a certain year, the basic energy consumption of each port equipment, the first decision variable, the energy consumption reduction of each port equipment after the emission reduction transformation technology is used, and the second decision variable. The sixth constraint condition is constructed based on the working capacity provided by the port equipment in a certain year, the basic working capacity of each port equipment, the reduction in working capacity of each port equipment after the emission reduction transformation technology is used, and the first decision variable. The seventh constraint condition is constructed based on the working capacity provided by the port equipment in a certain year, the basic working capacity of each port equipment, the reduction in working capacity of each port equipment after the emission reduction transformation technology is used, the first decision variable, and the second decision variable.

[0015] Preferably, in the step of establishing the port comprehensive carbon emission reduction optimization model, the multiple constraints also include an eighth constraint, a ninth constraint and a tenth constraint established based on the number limit range of newly invested port equipment types, the amount limit range of fuel used by all newly invested port equipment and the efficiency value limit range provided by the newly invested port equipment. The eighth constraint is constructed based on the number of newly invested port equipment types in a certain year and a preset numerical threshold. The ninth constraint is constructed based on the amount of fuel used by all newly invested port equipment in a certain year, the number of newly invested port equipment types in a certain year and the amount of a certain type of energy consumed by the port equipment. The tenth constraint is constructed based on the working capacity required by the port equipment in a certain year, the benchmark working capacity supply of the port equipment and the number of newly invested port equipment types in a certain year.

[0016] Preferably, in the step of establishing the comprehensive carbon emission reduction optimization model of the port, the multiple constraints also include the eleventh constraint, the twelfth constraint, the thirteenth constraint, the fourteenth constraint, the fifteenth constraint, the sixteenth constraint, the seventeenth constraint, the eighteenth constraint, the nineteenth constraint and the twentieth constraint, which are established based on the annual quantity limit range of direct carbon offset projects purchased, the total quantity limit range of direct carbon offset projects purchased, the carbon amount offset by direct carbon offset projects, the annual quantity limit range of indirect carbon offset projects purchased and the total quantity limit range of indirect carbon offset projects purchased. The eleventh constraint is constructed based on the quantity of direct carbon offset projects purchased in a certain year and the annual purchase upper limit of carbon offset projects in a certain year, the twelfth constraint is constructed based on the quantity of direct carbon offset projects purchased in a certain year and the annual purchase lower limit of carbon offset projects in a certain year, and the thirteenth constraint is constructed based on the quantity of direct carbon offset projects purchased in a certain year and the annual purchase lower limit of carbon offset projects in a certain year. The purchase upper limit within a given period is constructed. The fourteenth constraint is constructed based on the amount of direct carbon offset projects purchased in a certain year and the lower limit of carbon offset projects purchased within the given period of that year. The fifteenth constraint is constructed based on the carbon emissions offset by a single direct carbon offset project and the amount of direct carbon offset projects purchased in a certain year. The sixteenth constraint is constructed based on the carbon offset amount of direct offset projects in a certain year, the maximum proportion of carbon offset by direct carbon offset projects in a certain year, and the carbon emissions in a certain year. The seventeenth constraint is constructed based on the amount of indirect carbon offset projects purchased in a certain year and the annual purchase upper limit of carbon offset projects in a certain year. The eighteenth constraint is constructed based on the amount of indirect carbon offset projects purchased in a certain year and the annual purchase lower limit of carbon offset projects in a certain year. The nineteenth constraint is constructed based on the amount of indirect carbon offset projects purchased in a certain year and the upper limit of carbon offset projects purchased within the given period of that year. The twentieth constraint is constructed based on the amount of indirect carbon offset projects purchased in a certain year and the lower limit of carbon offset projects purchased within the given period of that year.

[0017] Preferably, in the step of establishing the comprehensive carbon emission reduction optimization model of the port, the multiple constraints also include the twenty-first constraint, the twenty-second constraint, the twenty-third constraint and the twenty-fourth constraint established based on the carbon peak time limit, the carbon neutrality time limit, the limit on net emissions after carbon peak, and the limit on net emissions and absorption after carbon neutrality. The twenty-first constraint is constructed based on the judgment result of whether the carbon peak is reached in a certain year, the twenty-second constraint is constructed based on the judgment result of whether carbon neutrality is achieved in a certain year, the twenty-third constraint is constructed based on the carbon emissions in a certain year, the transformation method and the judgment result of whether the carbon peak is reached in a certain year, and the twenty-fourth constraint is constructed based on the carbon emissions in a certain year, the carbon offset in a certain year, the number of carbon quotas purchased in a certain year, the transformation method and the judgment result of whether carbon neutrality is achieved in a certain year.

[0018] Preferably, in the step of establishing the port comprehensive carbon emission reduction optimization model, the multiple constraints also include the twenty-fifth constraint, the twenty-sixth constraint, the twenty-seventh constraint, the twenty-eighth constraint and the twenty-ninth constraint established based on energy quantity limitation, energy purchase quantity limitation, carbon emission quantity limitation of purchased energy, carbon emission quantity limitation after offset and working capacity limitation provided by newly invested port equipment. The twenty-fifth constraint is based on the amount of fuel used by all newly invested port equipment in a certain year, the number of indirect carbon offset projects purchased in a certain year, the amount of energy generated by a certain indirect carbon offset project and the amount of energy used by port equipment in a certain year. The twenty-sixth constraint is constructed based on the amount of fuel used by all newly invested port equipment in a certain year and the energy ceiling in a certain year. The twenty-seventh constraint is constructed based on the carbon emissions in a certain year, the amount of fuel used by all newly invested port equipment in a certain year, and the carbon content of energy in a certain year. The twenty-eighth constraint is constructed based on the carbon emissions in a certain year, the carbon offset amount in a certain year, the number of carbon quotas purchased in a certain year, and the free carbon quotas in a certain year. The twenty-ninth constraint is constructed based on the working capacity provided by the port equipment in a certain year, the working capacity provided by a certain type of port equipment by the newly invested port equipment in a certain year, and the demand capacity of the port equipment in a certain year.

[0019] A port carbon emission reduction optimization system is characterized by comprising a parameter acquisition module, a port comprehensive carbon emission reduction optimization model establishment module and an optimal solution calculation module connected in sequence.

[0020] The parameter acquisition module acquires carbon emission reduction management parameters, which include the cost of emission reduction transformation technology, subsidies for the elimination of each port equipment, the amount of fuel used, the price of fuel, the number of types of newly invested port equipment, the cost of newly invested port equipment, the number of direct carbon offset projects and indirect carbon offset projects purchased, the number of carbon credits purchased, and the price of carbon credits;

[0021] The port comprehensive carbon emission reduction optimization model establishment module constructs a first decision variable based on the selection result of whether the port equipment chooses to undergo emission reduction transformation technology in a certain year, constructs a second decision variable based on the judgment result of whether the port equipment is eliminated in that year, and constructs a port comprehensive carbon emission reduction optimization model with the goal of minimizing total cost based on the cost of emission reduction transformation technology, the first decision variable, the subsidy for each port equipment eliminated in that year, the second decision variable, the amount of fuel used in that year, the fuel price in that year, the number of types of port equipment newly invested in that year, the cost of new port equipment invested, the number of direct carbon offset projects purchased in that year, the number of indirect carbon offset projects purchased in that year, the number of carbon quotas purchased in that year, and the price of carbon quotas in that year under multiple constraints established with the emission reduction transformation and elimination restrictions of old port equipment, the selection and scale restrictions of incremental port equipment, the purchase of carbon offset projects and the amount of carbon offset, the carbon peak and carbon neutrality restrictions, and the energy and carbon emission restrictions as constraints;

[0022] The optimal solution calculation module uses a solver to calculate the optimal solution of the port comprehensive carbon emission reduction optimization model, and then obtains the optimal comprehensive carbon emission reduction plan that minimizes the total cost to achieve optimization of port carbon emission reduction.

[0023] Preferably, in the port comprehensive carbon emission reduction optimization model establishment module, the emission reduction transformation and elimination restrictions of old port equipment include the elimination time limit range of old port equipment, the emission reduction transformation time limit range of old port equipment, the different energy consumption limit ranges of old port equipment after emission reduction transformation, and the efficiency limit range of each old port equipment before and after emission reduction transformation; the incremental port equipment selection and scale restrictions include the number limit range of newly invested port equipment types, the amount limit range of fuel used by all newly invested port equipment, and the efficiency value limit range provided by the newly invested port equipment; the carbon offset project procurement and offset carbon amount restrictions include the annual purchase The scope of quantity restrictions on direct carbon offset projects, the scope of total quantity restrictions on purchased direct carbon offset projects, the scope of carbon quantity restrictions offset by direct carbon offset projects, the scope of annual quantity restrictions on purchased indirect carbon offset projects, and the scope of total quantity restrictions on purchased indirect carbon offset projects; the carbon peak and carbon neutrality restrictions include carbon peak time restrictions, carbon neutrality time restrictions, restrictions on net emissions after carbon peak, and restrictions on net emissions and absorption after carbon neutrality; the energy and carbon emission restrictions include energy quantity restrictions, energy purchase quantity restrictions, carbon emission quantity restrictions on purchased energy, carbon emission quantity restrictions after offsetting, and working capacity restrictions provided by newly invested port equipment.

[0024] Preferably, in the optimal solution calculation module, the solver includes a Gurobi solver, a CPLEX solver or a SCIP solver.

[0025] The beneficial effects of the present invention are:

[0026] The present invention provides a port carbon emission reduction optimization method, which first obtains carbon emission reduction management parameters. By obtaining a series of parameters related to carbon emission reduction, it covers parameters in multiple dimensions, from existing equipment to new equipment, from energy to carbon offset projects, etc., providing a solid data foundation for subsequent optimization models, so that the model can adapt to the carbon emission reduction needs of ports in different development stages and policy environments, and clearly obtains cost-related parameters (such as the cost of emission reduction transformation technology, fuel prices, new equipment costs, etc.), which also helps to achieve effective cost control in the subsequent optimization process. Then, the port comprehensive carbon emission reduction optimization model establishment step constructs the first decision variable based on the selection result of whether the port equipment chooses to undergo emission reduction transformation technology in a certain year, and constructs the second decision variable based on the judgment result of whether the port equipment is eliminated in that year. Under the comprehensive consideration of multiple constraints established based on the emission reduction transformation and elimination restrictions of old port equipment, the selection and scale restrictions of incremental port equipment, the procurement of carbon offset projects and the amount of offset carbon, the carbon peak and carbon neutrality restrictions, and the energy and carbon emission restrictions, the cost of emission reduction transformation technology, the first decision variable, the subsidy for each port equipment eliminated in that year, the second decision variable, the amount of fuel used in that year, the fuel price in that year, and the types of new port equipment invested in that year, the model is established. The paper constructs a comprehensive carbon emission reduction optimization model for ports with the goal of minimizing total cost by taking into account the quantity, cost of new port equipment invested, quantity of direct carbon offset projects purchased in that year, quantity of indirect carbon offset projects purchased in that year, quantity of carbon quotas purchased in that year and price of carbon quotas in that year. It also constructs a systematic optimization model. By constructing the first decision variable and the second decision variable, the model can flexibly handle the emission reduction transformation and elimination decisions of port equipment in different years, as well as the investment decisions of new equipment, which enhances the adaptability and flexibility of the model. The model has clear goals and clearly points out the optimization direction of the model, so that the optimization process has a clear goal orientation, which helps to minimize costs while meeting carbon emission reduction requirements. Finally, the solver is used to calculate the optimal solution of the port's comprehensive carbon emission reduction optimization model, and then the optimal comprehensive carbon emission reduction plan that minimizes the total cost can be obtained quickly and efficiently to achieve the optimization of port carbon emission reduction, effectively improving operational efficiency and reducing costs. The solution is obtained through mathematical optimization methods, ensuring the accuracy and reliability of the optimal solution, providing scientific and accurate decision-making support for port carbon emission reduction. The optimal comprehensive carbon emission reduction plan obtained can predict future port carbon emissions, which helps ports plan and adjust carbon emission reduction strategies in advance and achieve long-term optimization of port carbon emission reduction.

[0027] Based on the background of "carbon peak and carbon neutrality", the present invention designs optimized energy-saving and emission reduction plans for port enterprises, thereby predicting future port carbon emissions. Taking the current carbon emission status of port equipment and future port equipment planning as the basis, and with the goal of minimizing costs, a comprehensive carbon emission reduction optimization model for ports is established, which takes into account the transformation of old port equipment, the selection of new port equipment within the plan, and the purchase of carbon offset projects. The model takes minimizing costs as the goal, meets energy requirements, carbon quotas, and carbon peak and carbon neutrality as the main constraints, and provides the optimal solutions for the transformation of old port equipment, the selection of new port equipment, and the purchase of carbon offset projects. It is used to predict carbon emissions under different carbon emission reduction strategies in the future, and provides a decision-making reference for the specific carbon emission reduction plans of port companies.

[0028] Furthermore, during the establishment of the port's comprehensive carbon emission reduction optimization model, specific constraints were imposed on each of the model's constraints. By specifying the retirement timeframe for old port equipment and the timeframe for emission reduction retrofits, the model ensures that the port can gradually phase out high-emission equipment and introduce more environmentally friendly equipment within a reasonable timeframe. Furthermore, by limiting energy consumption and efficiency changes after retrofits, the model ensures that retrofit measures effectively reduce carbon emissions and improve equipment efficiency. This also reduces operational disruptions caused by equipment upgrades, lowers retrofit costs, and improves the port's overall energy efficiency and environmental benefits. By limiting the types, fuel usage, and efficiency values ​​of newly invested equipment, the model ensures that new equipment meets the port's long-term carbon emission reduction goals. This helps the port make more informed decisions when purchasing and upgrading equipment, avoiding the introduction of high-emission equipment, optimizing equipment selection, reducing the carbon emissions of new equipment, and improving the port's overall operational efficiency and environmental performance. By limiting the annual and total purchase volume of carbon offset projects, as well as the carbon volume of direct and indirect carbon offset projects, the model ensures that the port's carbon offset investment is both compliant with policy requirements and economically justifiable. This helps the port effectively trade carbon in the carbon market and achieve its carbon emission reduction goals. By setting time limits for carbon peaking and carbon neutrality, as well as limits on net emissions after peaking and neutralization, it is ensured that the port can achieve its carbon emission reduction targets of carbon peaking and carbon neutrality according to the predetermined timetable. This helps the port maintain flexibility and adaptability in the face of policy and market changes. By limiting the amount of energy, energy purchases, carbon emissions of purchased energy, carbon emissions after offsets, and the working capacity provided by newly invested port equipment, it is ensured that the port complies with policy and environmental requirements in terms of energy use and carbon emissions. This helps the port achieve efficient energy utilization and effective control of carbon emissions during operations, optimize energy management, reduce energy costs, reduce carbon emissions, and enhance the port's sustainable development capabilities. These specific constraints not only ensure the feasibility and practicality of the model, but also provide strong support for the port to achieve its long-term carbon emission reduction goals.

[0029] Moreover, it is particularly noted that these constraints are mutually integrated and synergistic in the port comprehensive carbon emission reduction optimization model. For example, the emission reduction transformation and elimination restrictions of old port equipment are coordinated with the selection and scale restrictions of incremental port equipment. By limiting the elimination and transformation time of old equipment and the number and efficiency of new equipment, the model can balance the replacement of old and new equipment to ensure the continuity of port operations and the realization of carbon emission reduction goals; it also cooperates with the procurement of carbon offset projects and the offset carbon amount restrictions. By limiting the energy consumption and efficiency of old equipment, the model can more accurately calculate carbon emissions, thereby determining the required number of carbon offset projects and achieving carbon emission offsets; it also cooperates with carbon peak and carbon neutrality restrictions. By limiting the elimination and transformation time of old equipment, the model can ensure that before the time node of carbon peak and carbon neutrality, the port can take effective emission reduction measures to meet policy requirements. Through the mutual integration and synergy of the specific multiple constraints of the present invention, the constructed port comprehensive carbon emission reduction optimization model can comprehensively cover all aspects of port carbon emission reduction, scientifically plan carbon emission reduction strategies, flexibly adapt to changes in policies and market environments, and achieve sustainable development of ports.

[0030] The present invention also relates to a port carbon emission reduction optimization system, which corresponds to the above-mentioned port carbon emission reduction optimization method and can be understood as a system for realizing the above-mentioned port carbon emission reduction optimization method, including a parameter acquisition module, a port comprehensive carbon emission reduction optimization model establishment module and an optimal solution calculation module connected in sequence. The modules work together to achieve comprehensive optimization of port carbon emission reduction through the organic combination of modules such as parameter acquisition, model establishment and optimal solution calculation. It not only takes into account the emission reduction transformation and elimination of equipment, but also covers multiple aspects such as the investment in new equipment, the procurement of carbon offset projects and the purchase of carbon quotas. It comprehensively optimizes the carbon emission reduction strategy of the port, predicts future port carbon emissions with the goal of minimizing total cost, and comprehensively considers various cost factors, including emission reduction transformation cost, equipment procurement cost, fuel cost, carbon offset project cost and carbon quota purchase cost, to achieve It can minimize the operating costs of ports while meeting carbon emission reduction requirements, and can simultaneously meet energy requirements, carbon emission quotas and the "3050" target. It can flexibly adopt various strategies to reduce carbon reduction costs while achieving carbon reduction targets, effectively improving operational efficiency and reducing costs, and providing decision-making references for the formulation of specific carbon emission reduction plans for port enterprises, providing strong support for ports to achieve long-term carbon emission reduction goals, and helping ports maintain their sustainable development advantages in the face of changes in the policy environment; by optimizing carbon emission reduction strategies, the carbon emissions of ports are reduced, which has positive significance for environmental protection and responding to climate change, and helps ports achieve green and low-carbon development goals; by predicting future port carbon emissions, it provides a scientific basis for the port's carbon emission reduction decisions, enabling ports to plan and adjust carbon emission reduction strategies in advance, and improve the scientific nature and foresight of decision-making. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 It is a schematic diagram of the technical route for port carbon emission reduction optimization research.

[0032] Figure 2 It is a flow chart of the port carbon emission reduction optimization method of the present invention. DETAILED DESCRIPTION

[0033] The present invention will be described below with reference to the accompanying drawings.

[0034] The present invention relates to a method for optimizing port carbon emission reduction. The current technical routes for optimizing port carbon emission reduction are as follows: Figure 1 As shown, an A0 model for port terminal baseline emissions is established based on existing plans. This model calculates future annual carbon emissions under the current development plan (without carbon reduction measures) based on information about carbon-emitting equipment, serving as a baseline. An A1 model is then established to optimize and adjust the terminal's existing plans. This model adjusts procurement and upgrade plans, attempting to generate an optimal solution within the company's planning scope that meets the 3050 target. However, this model does not necessarily generate a feasible solution, primarily because it only considers small adjustments within the company's planning scope.

[0035] To predict port carbon emissions, the main task is to develop a specific implementation plan for port carbon emission reduction. First, port equipment is classified according to energy sources (electricity, diesel, new energy, etc.), and future carbon emissions under the baseline scenario without adopting carbon emission reduction plans are calculated. The required sets, parameters, and assumptions for the mathematical modeling of this study are then compiled. A mathematical optimization model is then established to formulate a carbon emission reduction plan. Specifically, this includes optimizing decisions on the energy-saving renovation of old equipment (including selection and quantity allocation), the investment in new equipment (including selection and quantity allocation), and the selection of carbon offset projects. The optimization model aims to minimize costs and takes into account carbon quotas and the "3050" target. Decisions are made simultaneously on multiple emission reduction measures to obtain a comprehensive carbon emission reduction plan and predict carbon emissions at this time.

[0036] Therefore, a comprehensive carbon emission reduction optimization model for Port A2 was established to determine the type and quantity of equipment modifications. First, energy-saving modifications to existing equipment were considered. The model requires that modifications comply with energy restrictions. For example, conversions to electricity must adhere to a capacitance limit, while conversions to biofuels must adhere to an annual biofuel purchase limit. Direct purchase of carbon credits is also permitted. Next, annual planning and selection of new equipment outside of the planned investment are considered, and decisions are made on the types and quantities of newly purchased equipment. To achieve carbon reduction targets and improve work efficiency, enterprises can also introduce equipment in different years, types, and quantities. The model achieves a trade-off between costs and emissions. For example, introducing equipment that uses a hybrid diesel engine has low costs but high emissions, while introducing pure electric equipment has high costs but lower emissions. Direct purchase of carbon credits is permitted, and carbon offset projects are considered and decisions are made on carbon offset project procurement plans. The model also allows for direct purchase of carbon credits. Specific implementation plans for the four emission reduction strategies are determined, and the port's carbon emissions under this optimization plan are calculated as a forecast of future conditions. A2 is also known as the port terminal optimization carbon emission prediction model. Through equipment technology transformation + equipment update + emission reduction project configuration + production capacity restriction + energy restriction + carbon quota restriction + 3050 target, it meets the national and group carbon emission requirements for enterprises and ensures the normal productivity of enterprises. The flowchart of this method is as follows Figure 2 As shown, the following steps are included in sequence:

[0037] 1. Parameter acquisition step: Obtain carbon emission reduction management parameters, which include the cost of emission reduction transformation technology, subsidies for the elimination of each port equipment, the amount of fuel used, fuel prices, the number of types of new port equipment invested, the cost of new port equipment invested, the number of direct carbon offset projects and indirect carbon offset projects purchased, the number of carbon credits purchased, and the price of carbon credits.

[0038] In addition, the carbon emission reduction management parameters include, in addition to the cost of emission reduction transformation technology and the subsidy for the elimination of each port equipment, other energy-saving transformation parameters are also obtained, such as the service life of the port's existing equipment and energy consumption; in addition to the amount of fuel used and the fuel price, other energy parameters are also obtained, such as energy type and energy use upper limit; in addition to the number of new port equipment types and the cost of new port equipment, other equipment replacement parameters are also obtained, such as the fuel usage of new equipment and carbon emissions; in addition to the number of direct carbon offset projects and indirect carbon offset projects purchased, the number of carbon quotas purchased and the price of carbon quotas, other carbon reduction and offset project parameters are also obtained, such as the annual purchase upper and lower limits of carbon offset projects, and the purchase upper and lower limits of carbon offset projects within a given period.

[0039] Specifically, in the parameter acquisition step, the carbon emission reduction management parameters acquired can be classified into the following categories based on the current status of industrial equipment, for use in subsequent optimization model building and solution:

[0040] ① General collection, parameters

[0041] P = {1, 2, 3, ..., |P|}: energy type;

[0042] T = {1, 2, 3, ..., |T|}: year set;

[0043] ft,p: carbon content of energy p in year t;

[0044] Et: The carbon quota given in year t.

[0045] ②Energy-saving transformation set and parameters

[0046] I = {1, 2, 3, ..., |I|}: device set (such as a card set);

[0047] Ki = {1, 2, 3, ..., |Ki|}: technical transformation set (e.g. engine transformation);

[0048] Mi,k={1,2,3,…,|Mi,k|}:the set of specific technical transformation projects (e.g., transformation to electric engine);

[0049] Bi,p: the annual energy consumption p of equipment i;

[0050] cm: the cost increase caused by the transformation project m;

[0051] di,m,p: energy change caused by renovation project m;

[0052] Ti: The service life of equipment i, after which it will be phased out;

[0053] Ut,p: upper limit of energy usage p in year t (e.g., upper limit of capacitance);

[0054] zi,t,p: the amount of energy p used by equipment i in year t without modification;

[0055] xi,t: Carbon emissions of equipment i in year t if no modification is performed.

[0056] ③ Equipment replacement set and parameters

[0057] Nt: The set of new equipment that needs to be replaced in a given year t (e.g., electric collector cards);

[0058] Ln: Each new device has a collection of multiple candidates (such as different brands of electric collector cards);

[0059] Wt,n: the quantity of each new equipment n required to be invested in year t;

[0060] cl: the different cost of candidate 1;

[0061] ul,p: usage of fuel p under candidate 1;

[0062] wt,l: the number of newly invested most energy-efficient equipment1 in year t as planned;

[0063] qt,p: the amount of fuel p used by the planned most energy-efficient new equipment in year t;

[0064] rt: Carbon emissions in year t if the most energy-efficient new equipment is put into use as planned.

[0065] ④Carbon reduction and offset project collection and parameters

[0066] O = {1, 2, 3, ..., |O|}: set of candidate carbon offset projects;

[0067] Os: A collection of projects that can be offset only in the current year (e.g. forestry);

[0068] Oc: A collection of sustainable offset projects (e.g. photovoltaic);

[0069] do: emission reduction of carbon offset project o;

[0070] ct,o: cost of carbon offset project o in year t;

[0071] Ut,o: annual purchase limit of carbon offset project o in year t;

[0072] Lt,o: the annual purchase floor for carbon offset project o in year t;

[0073] Uo: the upper limit of carbon offset project o to be purchased in a given period of year t;

[0074] Lo: the purchase floor of carbon offset project o in a given period of year t;

[0075] Ao,p: the amount of fuel p that can be offset by carbon offset project o;

[0076] bt: The upper limit of the proportion of all carbon offsets in year t that can be offset by projects in the current year;

[0077] ft: the price of carbon quota purchased in the market in year t.

[0078] 2. Steps for establishing a comprehensive carbon emission reduction optimization model for ports: Construct the first decision variable based on the selection result of whether port equipment chooses to undergo emission reduction transformation technology in a certain year, construct the second decision variable based on the judgment result of whether the port equipment is eliminated in that year, and under multiple constraints established based on the emission reduction transformation and elimination restrictions of old port equipment, the selection and scale restrictions of incremental port equipment, the procurement of carbon offset projects and the amount of carbon offset, the carbon peak and carbon neutrality restrictions, and the energy and carbon emission restrictions, construct a comprehensive carbon emission reduction optimization model for ports with the goal of minimizing total cost based on the cost of emission reduction transformation technology, the first decision variable, the subsidy for each port equipment eliminated in that year, the second decision variable, the amount of fuel used in that year, the fuel price in that year, the number of types of new port equipment invested in that year, the cost of new port equipment, the number of direct carbon offset projects purchased in that year, the number of indirect carbon offset projects purchased in that year, the number of carbon quotas purchased in that year, and the price of carbon quotas in that year.

[0079] Furthermore, restrictions on emission reduction transformation and elimination of old port equipment include the time limit range for elimination of old port equipment, the time limit range for emission reduction transformation of old port equipment, the different energy consumption limit ranges of old port equipment after emission reduction transformation, and the efficiency limit range of each old port equipment before and after emission reduction transformation; the selection and scale restrictions of incremental port equipment include the number limit range of newly invested port equipment types, the amount limit range of fuel used by all newly invested port equipment, and the efficiency value limit range provided by newly invested port equipment; the purchase and offset carbon amount restrictions of carbon offset projects include the number of direct carbon offset projects purchased annually. The scope of restrictions, the scope of restrictions on the total number of direct carbon offset projects purchased, the scope of restrictions on the amount of carbon offset by direct carbon offset projects, the scope of restrictions on the annual number of indirect carbon offset projects purchased, and the scope of restrictions on the total number of indirect carbon offset projects purchased; the carbon peak and carbon neutrality restrictions include carbon peak time restrictions, carbon neutrality time restrictions, restrictions on net emissions after carbon peak, and restrictions on net emissions and absorption after carbon neutrality; the energy and carbon emission restrictions include energy quantity restrictions, energy purchase quantity restrictions, carbon emission quantity restrictions on purchased energy, carbon emission quantity restrictions after offsetting, and working capacity restrictions provided by newly invested port equipment.

[0080] Specifically, the goal is to minimize the total cost. First, the first decision variable is constructed based on the selection result of whether port equipment j chooses to carry out emission reduction transformation technology m in year t. Then, based on the judgment result of whether the port equipment j is eliminated in the year t, the second decision variable s is constructed. j,t, and under multiple constraints established with restrictions on emission reduction transformation and elimination of old port equipment, restrictions on selection and scale of incremental port equipment, restrictions on procurement of carbon offset projects and amount of carbon offset, restrictions on carbon peak and carbon neutrality, and restrictions on energy and carbon emissions, a comprehensive port carbon emission reduction optimization model is constructed based on the cost of emission reduction transformation technology, the first decision variable, the subsidy for each port equipment eliminated in that year, the second decision variable, the amount of fuel used in that year, the fuel price in that year, the number of types of port equipment newly invested (also understood as newly purchased) in that year, the cost of newly invested port equipment, the number of direct carbon offset projects purchased in that year, the number of indirect carbon offset projects purchased in that year, the number of carbon quotas purchased in that year, and the price of carbon quotas in that year, which can be expressed as follows:

[0081]

[0082] In the above formula, c m represents the cost of emission reduction transformation technology, that is, the cost increase brought about by transformation project m; is the first decision variable; B j,t represents the subsidy for each port equipment j to be eliminated in year t; s j,t is the second decision variable; z t,p represents the amount of fuel p used in year t; c t,p represents the price of fuel p in year t; represents the number of new types of port equipment invested in year t; c l represents the cost of new port equipment; u t,o represents the number of direct and indirect carbon offset projects o purchased in year t; c t,o represents the cost of carbon offset project o in year t; v t represents the number of carbon credits purchased in year t; f t represents the price of carbon credits in year t.

[0083] Among them, the multiple constraints include the first constraint, the second constraint, the third constraint, the fourth constraint, the fifth constraint, the sixth constraint and the seventh constraint, which are established based on the time limit range for the elimination of old port equipment, the time limit range for the emission reduction transformation of old port equipment, the different energy consumption limit ranges of old port equipment after the emission reduction transformation, and the efficiency limit range of each old port equipment before and after the emission reduction transformation. Specifically, the first constraint and the second constraint are based on the second decision variable s j,t The constraints are constructed based on the preset numerical thresholds to ensure that port equipment can only be eliminated within a given time range, and the elimination age of each machine is selected. The first and second constraints are expressed as follows:

[0084]

[0085] The third constraint, based on the first decision variable and the second decision variable s j,t The energy-saving transformation of port equipment is restricted to the time after the equipment is eliminated, which can be expressed as follows:

[0086]

[0087] The fourth constraint is constructed based on the amount of fuel p used by port equipment in year t, the basic energy consumption of each port equipment j, the first decision variable, and the energy consumption reduction of each port equipment j after the use of emission reduction transformation technology. The fifth constraint is constructed based on the amount of fuel used by port equipment in a certain year, the basic energy consumption of each port equipment, the first decision variable, the energy consumption reduction of each port equipment after the use of emission reduction transformation technology, and the second decision variable. The fourth and fifth constraints indicate the changes in energy consumption of the machines after the energy-saving transformation and elimination year decisions, respectively, and are expressed as follows:

[0088]

[0089] In the above formula, z1 j,t,p represents the amount of fuel p used by port equipment j in year t, Z j,p represents the basic energy consumption of each port equipment j, represents the first decision variable, D j,m,p represents the reduction in energy consumption of each port equipment j after using emission reduction transformation technology; represents the second decision variable.

[0090] The sixth constraint is constructed based on the working capacity provided by the port equipment in a certain year, the basic working capacity of each port equipment, the reduction in working capacity of each port equipment after the emission reduction transformation technology is used, and the first decision variable. The seventh constraint is constructed based on the working capacity provided by the port equipment in a certain year, the basic working capacity of each port equipment, the reduction in working capacity of each port equipment after the emission reduction transformation technology is used, the first decision variable, and the second decision variable. The sixth and seventh constraints constrain the calculation of the efficiency change of each machine before and after the technical transformation, and are expressed as follows:

[0091]

[0092] In the above formula, E represents the working capacity provided by port equipment j in year t; j Represents the basic working capacity of each port equipment j; N j,m It represents the reduction in working capacity of each port equipment j after using emission reduction transformation technology m; represents the first decision variable; represents the second decision variable.

[0093] The multiple constraints also include an eighth constraint, a ninth constraint, and a tenth constraint, which are established based on the number of newly deployed port equipment types, the fuel consumption limit of all newly deployed port equipment, and the efficiency value limit provided by the newly deployed port equipment. The eighth constraint is constructed based on the number of newly deployed port equipment types in a certain year and a preset numerical threshold. The constraint takes into account the number of newly deployed port equipment types and is expressed as follows:

[0094]

[0095] In the above formula, Represents the number of new types of port equipment invested in year t.

[0096] The ninth constraint is constructed based on the amount of fuel used by all newly invested port equipment in a certain year, the number of types of newly invested port equipment in a certain year, and the amount of a certain type of energy consumed by the port equipment. The tenth constraint is constructed based on the working capacity provided by the port equipment in a certain year, the benchmark working capacity of the port equipment, and the number of types of newly invested port equipment in a certain year. The ninth and tenth constraints consider the introduction of new equipment to replace old equipment, and are expressed as follows:

[0097]

[0098] In the above formula, represents the amount of fuel p used by all new port equipment in year t, represents the number of new port equipment types l invested in year t, U l,p represents the amount of type p energy consumed by the lth type of port equipment; It represents the working capacity of port equipment required in year t, Indicates the benchmark working capacity supply of the first type of port equipment, Represents the number of new types of port equipment invested in year t.

[0099] The multiple constraints also include the eleventh constraint, the twelfth constraint, the thirteenth constraint, the fourteenth constraint, the fifteenth constraint, the sixteenth constraint, the seventeenth constraint, the eighteenth constraint, the nineteenth constraint and the twentieth constraint, which are established based on the annual quantity limit range of direct carbon offset projects purchased, the total quantity limit range of direct carbon offset projects purchased, the carbon amount offset by direct carbon offset projects, the annual quantity limit range of indirect carbon offset projects purchased and the total quantity limit range of indirect carbon offset projects purchased. Among them, the eleventh constraint is constructed based on the quantity of direct carbon offset projects purchased in a certain year and the annual purchase upper limit of carbon offset projects in a certain year, and the twelfth constraint is constructed based on the quantity of direct carbon offset projects purchased in a certain year and the annual purchase lower limit of carbon offset projects in a certain year. The eleventh and twelfth constraints limit the upper and lower limits of the annual purchase of direct carbon offset projects, and are expressed as follows:

[0100]

[0101] in, represents the amount of direct carbon offset project o purchased in year t, represents the annual purchase limit of carbon offset project o in year t, It represents the annual purchase limit of carbon offset project o in year t.

[0102] The thirteenth constraint is constructed based on the amount of direct carbon offset projects purchased in a certain year and the upper limit of carbon offset projects purchased within a given period of that year. The fourteenth constraint is constructed based on the amount of direct carbon offset projects purchased in a certain year and the lower limit of carbon offset projects purchased within a given period of that year. The thirteenth and fourteenth constraints limit the upper and lower limits of the total amount of direct carbon offset projects purchased, and are expressed as follows:

[0103]

[0104] In the above formula, represents the purchase limit of carbon offset project o in a given period of year t, It represents the lower limit of carbon offset project o’s purchase in a given period of year t.

[0105] The fifteenth constraint is constructed based on the carbon emissions offset by a single direct carbon offset project and the amount of direct carbon offset projects purchased in a certain year. It constrains the amount of carbon that can be offset by direct carbon offset projects and is expressed as follows:

[0106]

[0107] In the above formula, g t represents the carbon offset amount of direct offset projects in year t, that is, the carbon emissions that can be offset by direct carbon offset projects in year t. Indicates the carbon emissions that can be deducted by a single direct carbon offset project. represents the amount of direct carbon offset projects purchased in year t.

[0108] The sixteenth constraint is constructed based on the carbon offset amount in a certain year, the maximum offset ratio of the project in a certain year, and the carbon emissions in a certain year. The constraint limits the offset carbon to be within a certain range, which can be expressed as follows:

[0109]

[0110] In the above formula, Indicates the proportion of carbon that can be offset by direct carbon offset projects in year t, x t represents the carbon emissions in year t.

[0111] The seventeenth constraint is constructed based on the amount of indirect carbon offset projects purchased in a certain year and the upper limit of carbon offset project purchases in that year; the eighteenth constraint is constructed based on the amount of indirect carbon offset projects purchased in a certain year and the lower limit of carbon offset project purchases in that year. The seventeenth and eighteenth constraints limit the upper and lower limits of the annual purchase of indirect carbon offset projects, and are expressed as follows:

[0112]

[0113] In the above formula, represents the amount of indirect carbon offset project o purchased in year t, represents the annual purchase limit of carbon offset project o in year t, It represents the annual purchase limit of carbon offset project o in year t.

[0114] The nineteenth constraint is constructed based on the amount of indirect carbon offset projects purchased in a certain year and the upper limit of carbon offset projects purchased within a given period of that year. The twentieth constraint is constructed based on the amount of indirect carbon offset projects purchased in a certain year and the lower limit of carbon offset projects purchased within a given period of that year. The nineteenth and twentieth constraints limit the upper and lower limits of the total amount of indirect carbon offset projects purchased, and are expressed as follows:

[0115]

[0116] In the above formula, represents the purchase limit of carbon offset project o in a given period of year t, It represents the lower limit of carbon offset project o’s purchase in a given period of year t.

[0117] Furthermore, in the step of establishing the comprehensive carbon emission reduction optimization model for ports, the multiple constraints also include the twenty-first constraint, the twenty-second constraint, the twenty-third constraint, and the twenty-fourth constraint, which are established based on the carbon peak time limit, the carbon neutrality time limit, the limit on net emissions after carbon peak, and the limit on net emissions and absorption after carbon neutrality. Among them, the twenty-first constraint is constructed based on the judgment result of whether the carbon peak is reached in a certain year, and the peak year must be before 2030, as shown in the following formula:

[0118] ∑ t≤2030 Peak t =1(22)

[0119] In the above formula, Peak t It is a 0-1 variable, indicating whether the peak is reached in year t.

[0120] The 22nd constraint is constructed based on the judgment result of whether carbon neutrality is achieved in a certain year. The constraint restricts the neutrality year to be before 2050, as shown in the following formula:

[0121] ∑ t≤2050 Neut t =1(23)

[0122] In the above formula, Neut t It is a 0-1 variable indicating whether the country is neutralized in year t.

[0123] The 23rd constraint is constructed based on the carbon emissions in a certain year, the transformation method, and the judgment result of whether the carbon peak is reached in a certain year. The constraint is that after the peak year, the net emissions in any year must be lower than the emissions in the peak year, as shown in the following formula:

[0124]

[0125] In the above formula, x t1 represents the carbon emissions in year t1, x t2 represents the carbon emissions in year t2, M_{j,m}={1,2,3,…,|M j,m |}, M represents a positive number, Peak t2 It is a 0-1 variable, indicating whether the peak is reached in year t2.

[0126] The twenty-fourth constraint is constructed based on the carbon emissions in a certain year, the carbon offset amount in a certain year, the number of carbon credits purchased in a certain year, the transformation method, and the judgment result of whether carbon neutrality is achieved in a certain year. The constraint is that after the neutralization year, the annual emissions must be lower than the absorption, as shown in the following formula:

[0127]

[0128] In the above formula, xt2 represents the carbon emissions in year t2, g t2 represents the carbon offset amount in year t2, v t2 Indicates the amount of carbon credits purchased in year t2, Neut t1 Neutral t It is a 0-1 variable indicating whether it is neutralized in year t1 and thereafter.

[0129] In the step of establishing the comprehensive carbon emission reduction optimization model for ports, the multiple constraints also include the twenty-fifth constraint, the twenty-sixth constraint, the twenty-seventh constraint, the twenty-eighth constraint, and the twenty-ninth constraint, which are established based on energy quantity limit, energy purchase quantity limit, carbon emission limit of purchased energy, carbon emission limit after offset, and working capacity limit provided by newly invested port equipment. Among them, the twenty-fifth constraint is constructed based on the amount of fuel used by all newly invested port equipment in a certain year, the number of indirect carbon offset projects purchased in a certain year, the amount of energy generated by a certain indirect carbon offset project, and the amount of energy used by port equipment in a certain year. The constraint is aligned with the energy usage. The left side is the total energy purchase amount and the energy produced by the indirect project, and the right side is equal to the energy usage of the new and old machines, as shown in the following formula:

[0130]

[0131] In the above formula, z t,p represents the amount of fuel used by all new port equipment in year t, represents the amount of indirect carbon offset project o purchased in year t, represents the amount of energy p generated by the indirect carbon offset project o, represents the amount of fuel p used by port equipment j in year t, It represents the amount of fuel used by all new port equipment in year t.

[0132] The twenty-sixth constraint is constructed based on the amount of fuel used by all new port equipment in a certain year and the energy cap in a certain year. The constraint limits the amount of energy purchased to meet the requirements of the power grid, as shown in the following formula:

[0133]

[0134] In the above formula, z t,p It represents the amount of fuel used by all new port equipment in year t, U t,p represents the energy ceiling in year t.

[0135] The twenty-seventh constraint is constructed based on the carbon emissions in a certain year, the amount of fuel used by all new port equipment in a certain year, and the carbon content of energy in a certain year. It constrains the calculation of the carbon emissions of purchased energy, as shown in the following formula:

[0136]

[0137] In the above formula, F t,p represents the carbon content of energy p in year t.

[0138] The twenty-eighth constraint is constructed based on the carbon emissions in a certain year, the carbon offset amount in a certain year, the number of carbon quotas purchased in a certain year, and the free carbon quotas in a certain year. The constraint limits the carbon emissions after offset to be less than the carbon emission quota stipulated by the state, as shown in the following formula:

[0139]

[0140] In the above formula, x t represents the carbon emissions in year t, g t represents the carbon offset amount in year t, v t represents the amount of carbon credits purchased in year t, C t represents the free carbon credits in year t.

[0141] The twenty-ninth constraint is constructed based on the working capacity provided by port equipment in a certain year, the working capacity provided by newly invested port equipment of a certain type in a certain year, and the required capacity of port equipment in a certain year. The constraint is the working capacity limit provided by the newly invested port equipment, requiring the working capacity (efficiency) provided by the newly invested equipment to be above the specified lower limit, as shown in the following formula:

[0142]

[0143] In the above formula, represents the working capacity provided by port equipment j in year t, It represents the working capacity of type i port equipment provided by newly invested port equipment in year t, E i,t Represents the demand capacity of port equipment in year t.

[0144] The value range of the decision variable is expressed as follows:

[0145]

[0146] 3. Optimal solution calculation steps: Use the solver to calculate the optimal solution of the port comprehensive carbon emission reduction optimization model, and then obtain the optimal comprehensive carbon emission reduction plan that minimizes the total cost to predict future port carbon emissions and achieve optimization of port carbon emission reduction.

[0147] Example:

[0148] The port's comprehensive carbon emission reduction optimization model selected Nantong Tonghai Terminal as a test case, undergoing in-depth testing and optimization calculations on its data. This testing and analysis of Nantong Terminal's data provides a more accurate understanding of the model's behavior when processing specific data types, providing strong data support and theoretical basis for subsequent improvements. The model's optimization results will be gradually updated to facilitate evaluation and application by the terminal.

[0149] Based on port data provided by Nantong Terminal, a comprehensive port carbon reduction optimization model was developed. The model considered 10 different types of equipment (forklifts, reach stackers, forklifts, container trucks, container bridges, cranes, executive commercial vehicles, sweepers, sewage trucks, and other office equipment); four energy sources (electricity, gasoline, diesel, and natural gas); one technical upgrade plan for the yard cranes; and one green carbon reduction plan (purchasing green electricity). The model then determined the optimal overall solution for minimizing costs. Container trucks are third-party equipment and, unless otherwise stated, are replaced at a rate of 15 units per year. The carbon factor of electricity decreases annually, from 0.51 to 0.4, remaining constant after 35 years.

[0150] According to the phase-out plan, the terminal needs to purchase new equipment within six years: seven stackers, four cranes, and 15 forklifts, totaling 30.16 million yuan. If the mandatory phase-out period is followed, from 24 to 30, the annual costs would be 7.61e+06, 2.155e+06, 350,000, 0, 6.6e+06, 5.525e+06, and 7.92e+06 yuan, respectively. In addition, 21 yard cranes can be upgraded at a cost of 900,000 yuan each, for a total of 1,890,000 yuan. Container trucks are third-party equipment and are subject to a replacement plan of 15 units per year. Considering the emissions impact of purchasing new equipment only in the mandatory phase-out year, the total cost is 353,583,354 yuan, including 18,900,000 yuan for upgrades and 30,160,000 yuan for new equipment.

[0151] Because the above assumptions only involve technical upgrades, the model selects that all technical upgrades be implemented in the first year. When the annual investment in technical upgrades is capped at 1,000,000 yuan, the upgrades are implemented in batches. The total cost is 358,964,826 yuan, of which 8,100,000 yuan is spent on technical upgrades and 30,160,000 yuan is spent on new equipment.

[0152] Furthermore, we consider allowing models to be retired early, allowing for earlier replacement with more energy-efficient equipment, without setting an annual investment cap and providing subsidies for equipment retirement. In this scenario, the total cost is 342,074,872 yuan, of which 18,900,000 yuan is spent on technical upgrades and 30,160,000 yuan is spent on new equipment.

[0153] Next, consider capping annual investment costs. This is set at 8 million yuan, primarily due to mandatory retirement deadlines for some equipment. The total cost is now 348,762,076 yuan, including 18,900,000 yuan for technical upgrades and 30,160,000 yuan for new equipment.

[0154] Moreover, when considering that the container truck update speed is 10 units per year (the above is 15 units per year), the total cost is 357,612,133 yuan, of which 18,900,000 yuan is spent on technical transformation and 30,160,000 yuan is spent on purchasing new equipment.

[0155] From the above, we can draw the following conclusions:

[0156] 1) Total carbon emissions have reached their peak in the current year (2024) and will reach neutrality in the 26th year (2050), which is in line with the setting of carbon peak and carbon neutrality goals.

[0157] 2) Between 2024 and 2035, carbon emissions continued to fluctuate, which was the result of the scrapping of old equipment (reduction), the introduction of new equipment (increase), and the continued decline in the carbon factor of electricity.

[0158] 3) Between 2035 and 2050, carbon emissions remain unchanged, mainly because during this period, old equipment is not eliminated, new equipment is not introduced, business operations do not change, fuel use is stable, and the carbon content of each fuel remains unchanged.

[0159] 4) To achieve carbon neutrality by 2050, the model will purchase a large amount of carbon credits and green electricity to achieve net zero emissions. In the current dataset, carbon reduction measures primarily include replacing energy-efficient equipment (essentially completed within 24-30 years) and one technical upgrade (complete upgrade of all yard cranes). Therefore, due to capacity constraints, the model has no other options to choose from except purchasing carbon credits. This also means that around 50 years from now, terminals will need to prepare to purchase carbon neutrality measures based on policy and market conditions. Since essential equipment for their business development cannot achieve zero emissions, purchasing neutralization measures is essential.

[0160] In terms of cost, we can see that:

[0161] 1) Between 2024 and 2030, there will be changes in costs, mainly due to the forced elimination of some equipment. Under the constraints of the company's operational capabilities, the model decision is to introduce new equipment, costing approximately 30 million yuan.

[0162] 2) Between 2024 and 2030, in addition to the consumption of the above-mentioned planned equipment, the cost changes also involve the technical transformation of old equipment. All 21 yard cranes have undergone technical transformation, costing 18,900,000 yuan.

[0163] Changes in the carbon neutrality target will also have an impact on model decisions. According to the plan, the port's carbon emissions will peak in 2030 and reach neutrality in 2050. By considering the model results under the goals of carbon neutrality 5 years in advance (neutralization in 45 years) and carbon neutrality 10 years in advance. Due to the advancement of the carbon neutrality target, it is necessary to trade in the carbon market every year to complete neutralization. As the carbon neutrality target is delayed, the urgency of the port to purchase a large number of carbon offset projects has decreased, which will help the port's smooth low-carbon transition. 45 neutralization, the total cost at this time is 558,813,375 yuan, of which 18,900,000 is spent on technical transformation and 30,160,000 is spent on new equipment purchases. 40 neutralization, the total cost at this time is 768,875,275 yuan, of which 18,900,000 is spent on technical transformation and 30,160,000 is spent on new equipment purchases.

[0164] Therefore, the above experiments demonstrate the following: First, the model's output is strictly dependent on the input data, and the current model is limited by the input carbon reduction measures. Therefore, between years 30 and 50, no carbon reduction measures can be purchased. At the 50-year target, the only option is to purchase large quantities of carbon credits and green electricity to meet the target. In the future, businesses can, on the one hand, rely on technological upgrades and upgrades to reduce fossil fuel use and increase the use of energy-efficient fuels. On the other hand, they can choose fuels with carbon reduction potential to implement their energy transition. Finally, based on current data, premature neutralization will result in the purchase of carbon credits in subsequent years, resulting in unnecessary costs.

[0165] The present invention also relates to a port carbon emission reduction optimization system, which corresponds to the above-mentioned port carbon emission reduction optimization method and can be understood as a system for implementing the above-mentioned method. The system includes a parameter acquisition module, a port comprehensive carbon emission reduction optimization model establishment module and an optimal solution calculation module connected in sequence. Specifically,

[0166] The parameter acquisition module acquires carbon emission reduction management parameters, which include the cost of emission reduction transformation technology, subsidies for the elimination of each port equipment, the amount of fuel used, the price of fuel, the number of types of newly invested port equipment, the cost of newly invested port equipment, the number of direct carbon offset projects and indirect carbon offset projects purchased, the number of carbon credits purchased, and the price of carbon credits;

[0167] The port comprehensive carbon emission reduction optimization model establishment module constructs a first decision variable based on the selection result of whether the port equipment chooses to undergo emission reduction transformation technology in a certain year, constructs a second decision variable based on the judgment result of whether the port equipment is eliminated in that year, and constructs a port comprehensive carbon emission reduction optimization model with the goal of minimizing total cost based on the cost of emission reduction transformation technology, the first decision variable, the subsidy for each port equipment eliminated in that year, the second decision variable, the amount of fuel used in that year, the fuel price in that year, the number of types of port equipment newly invested in that year, the cost of new port equipment invested, the number of direct carbon offset projects purchased in that year, the number of indirect carbon offset projects purchased in that year, the number of carbon quotas purchased in that year, and the price of carbon quotas in that year under multiple constraints established with the emission reduction transformation and elimination restrictions of old port equipment, the selection and scale restrictions of incremental port equipment, the purchase of carbon offset projects and the amount of carbon offset, the carbon peak and carbon neutrality restrictions, and the energy and carbon emission restrictions as constraints;

[0168] The optimal solution calculation module uses a solver to calculate the optimal solution of the port comprehensive carbon emission reduction optimization model, and then obtains the optimal comprehensive carbon emission reduction plan that minimizes the total cost to achieve optimization of port carbon emission reduction.

[0169] Preferably, in the port comprehensive carbon emission reduction optimization model establishment module, the emission reduction transformation and elimination restrictions of old port equipment include the elimination time limit range of old port equipment, the emission reduction transformation time limit range of old port equipment, the different energy consumption limit ranges of old port equipment after emission reduction transformation, and the efficiency limit range of each old port equipment before and after emission reduction transformation; the incremental port equipment selection and scale restrictions include the quantity limit range of newly invested port equipment types, the amount limit range of fuel used by all newly invested port equipment, and the efficiency value limit range provided by the newly invested port equipment; the carbon offset project procurement and offset carbon quantity restrictions include the annual purchase of direct The scope of quantity restrictions on carbon offset projects received, the scope of total quantity restrictions on direct carbon offset projects purchased, the scope of carbon quantity restrictions offset by direct carbon offset projects, the scope of annual quantity restrictions on indirect carbon offset projects purchased, and the scope of total quantity restrictions on indirect carbon offset projects purchased; the carbon peak and carbon neutrality restrictions include carbon peak time restrictions, carbon neutrality time restrictions, restrictions on net emissions after carbon peak, and restrictions on net emissions and absorption after carbon neutrality; the energy and carbon emission restrictions include energy quantity restrictions, energy purchase quantity restrictions, carbon emission quantity restrictions on purchased energy, carbon emission quantity restrictions after offsetting, and working capacity restrictions provided by newly invested port equipment.

[0170] Preferably, in the optimal solution calculation module, the solver includes a Gurobi solver, a CPLEX solver and / or a SCIP solver.

[0171] The present invention provides an objective and scientific port carbon emission reduction optimization method and system. Based on the current status of port carbon emissions and new equipment planning, a comprehensive port carbon emission reduction optimization model is established (taking into account the adoption of carbon emission reduction plans, the transformation of old equipment, and the selection of new equipment within the plan). Solving the model enables the prediction of future port carbon emissions. Experimental data show that the comprehensive port carbon emission reduction optimization model that integrates various carbon reduction plans can flexibly adopt various strategies to reduce carbon reduction costs while achieving carbon reduction goals. Based on the comprehensive port carbon emission reduction optimization model, we continue to explore the impact of energy carbon content, industrial structure adjustment, "3050" target adjustment, and equipment elimination age adjustment on carbon reduction plans, providing decision-making references for the formulation of specific carbon emission reduction plans for port companies.

[0172] It should be noted that the specific embodiments described above can enable those skilled in the art to more fully understand the present invention, but do not limit the present invention in any way. Therefore, although this specification has described the present invention in detail with reference to the drawings and embodiments, those skilled in the art should understand that the present invention can still be modified or replaced with equivalents. In short, all technical solutions and improvements that do not depart from the spirit and scope of the present invention should be included in the scope of protection of the patent for the present invention.

Claims

1. A port carbon emission reduction optimization method, characterized in that: The following steps are involved: Parameter acquisition step: obtaining carbon emission reduction management parameters, wherein the carbon emission reduction management parameters include the cost of emission reduction transformation technology, the subsidy for each port equipment retirement, the amount of fuel used, the fuel price, the number of types of newly invested port equipment, the cost of newly invested port equipment, the number of direct carbon offset projects and indirect carbon offset projects purchased, the number of carbon credits purchased, and the price of carbon credits; Steps for establishing a comprehensive carbon emission reduction optimization model for ports: construct the first decision variable based on the selection result of whether port equipment chooses to undergo emission reduction transformation technology in a certain year, construct the second decision variable based on the judgment result of whether the port equipment is eliminated in that year, and under multiple constraints established based on the emission reduction transformation and elimination restrictions of old port equipment, the selection and scale restrictions of incremental port equipment, the procurement of carbon offset projects and the amount of carbon offset, the carbon peak and carbon neutrality restrictions, and the energy and carbon emission restrictions, construct a comprehensive carbon emission reduction optimization model for ports with the goal of minimizing total cost based on the cost of emission reduction transformation technology, the first decision variable, the subsidy for each port equipment eliminated in that year, the second decision variable, the amount of fuel used in that year, the fuel price in that year, the number of types of port equipment newly invested in that year, the cost of new port equipment invested, the number of direct carbon offset projects purchased in that year, the number of indirect carbon offset projects purchased in that year, the number of carbon quotas purchased in that year, and the price of carbon quotas in that year; Optimal solution calculation steps: Use the solver to calculate the optimal solution of the port comprehensive carbon emission reduction optimization model, and then obtain the optimal comprehensive carbon emission reduction plan that minimizes the total cost to predict future port carbon emissions and achieve optimization of port carbon emission reduction.

2. The port carbon emission reduction optimization method according to claim 1, characterized in that: In the step of establishing the comprehensive carbon emission reduction optimization model for ports, the emission reduction transformation and elimination restrictions for old port equipment include the elimination time limit range for old port equipment, the emission reduction transformation time limit range for old port equipment, the different energy consumption limit ranges for old port equipment after emission reduction transformation, and the efficiency limit range for each old port equipment before and after emission reduction transformation; the incremental port equipment selection and scale restrictions include the quantity limit range for the types of newly invested port equipment, the amount limit range for the fuel used by all newly invested port equipment, and the efficiency value limit range provided by the newly invested port equipment; the carbon offset project procurement and offset carbon quantity restrictions include the annual purchase of direct The scope of quantity restrictions on carbon offset projects, the scope of total quantity restrictions on purchased direct carbon offset projects, the scope of carbon quantity restrictions offset by direct carbon offset projects, the scope of annual quantity restrictions on purchased indirect carbon offset projects, and the scope of total quantity restrictions on purchased indirect carbon offset projects; the carbon peak and carbon neutrality restrictions include carbon peak time restrictions, carbon neutrality time restrictions, restrictions on net emissions after carbon peak, and restrictions on net emissions and absorption after carbon neutrality; the energy and carbon emission restrictions include energy quantity restrictions, energy purchase quantity restrictions, carbon emission quantity restrictions on purchased energy, carbon emission quantity restrictions after offsetting, and working capacity restrictions provided by newly invested port equipment.

3. The port carbon emission reduction optimization method according to claim 2, characterized in that: In the step of establishing the comprehensive carbon emission reduction optimization model for the port, the multiple constraints include a first constraint, a second constraint, a third constraint, a fourth constraint, a fifth constraint, a sixth constraint and a seventh constraint established based on the time limit range for the elimination of old port equipment, the time limit range for the emission reduction transformation of old port equipment, the different energy consumption limit ranges of old port equipment after the emission reduction transformation, and the efficiency limit range of each old port equipment before and after the emission reduction transformation. The first constraint and the second constraint are constructed based on the second decision variable and the preset numerical threshold value, the third constraint is constructed based on the first decision variable and the second decision variable, the fourth constraint is constructed based on the amount of fuel used by the port equipment in a certain year, the basic energy consumption of each port equipment, the first decision variable The fifth constraint condition is constructed based on the amount of fuel used by the port equipment in a certain year, the basic energy consumption of each port equipment, the first decision variable, the reduction in energy consumption of each port equipment after using the emission reduction transformation technology, and the second decision variable. The sixth constraint condition is constructed based on the working capacity provided by the port equipment in a certain year, the basic working capacity of each port equipment, the reduction in working capacity of each port equipment after using the emission reduction transformation technology, and the first decision variable. The seventh constraint condition is constructed based on the working capacity provided by the port equipment in a certain year, the basic working capacity of each port equipment, the reduction in working capacity of each port equipment after using the emission reduction transformation technology, the first decision variable, and the second decision variable.

4. The port carbon emission reduction optimization method according to claim 2, characterized in that: In the step of establishing the port comprehensive carbon emission reduction optimization model, the multiple constraints also include the eighth constraint, the ninth constraint and the tenth constraint, which are established based on the number limit range of newly invested port equipment types, the amount limit range of fuel used by all newly invested port equipment and the efficiency value limit range provided by the newly invested port equipment. The eighth constraint is constructed based on the number of newly invested port equipment types in a certain year and a preset numerical threshold. The ninth constraint is constructed based on the amount of fuel used by all newly invested port equipment in a certain year, the number of newly invested port equipment types in a certain year and the amount of a certain type of energy consumed by the port equipment. The tenth constraint is constructed based on the working capacity required by the port equipment in a certain year, the benchmark working capacity supply of the port equipment and the number of newly invested port equipment types in a certain year.

5. The port carbon emission reduction optimization method according to claim 2, characterized in that: In the step of establishing the comprehensive carbon emission reduction optimization model of the port, the multiple constraints also include the eleventh constraint, the twelfth constraint, the thirteenth constraint, the fourteenth constraint, the fifteenth constraint, the sixteenth constraint, the seventeenth constraint, the eighteenth constraint, the nineteenth constraint and the twentieth constraint, which are established based on the annual quantity limit range of direct carbon offset projects purchased, the total quantity limit range of direct carbon offset projects purchased, the carbon amount offset by direct carbon offset projects, the annual quantity limit range of indirect carbon offset projects purchased and the total quantity limit range of indirect carbon offset projects purchased. The eleventh constraint is constructed based on the quantity of direct carbon offset projects purchased in a certain year and the annual purchase upper limit of carbon offset projects in a certain year. The twelfth constraint is constructed based on the quantity of direct carbon offset projects purchased in a certain year and the annual purchase lower limit of carbon offset projects in a certain year. The thirteenth constraint is constructed based on the quantity of direct carbon offset projects purchased in a certain year and the annual purchase lower limit of carbon offset projects in a certain year. The purchase upper limit within the cycle is constructed. The fourteenth constraint is constructed based on the amount of direct carbon offset projects purchased in a certain year and the lower limit of carbon offset projects purchased within the given cycle of that year. The fifteenth constraint is constructed based on the carbon emissions offset by a single direct carbon offset project and the amount of direct carbon offset projects purchased in a certain year. The sixteenth constraint is constructed based on the carbon offset amount of direct offset projects in a certain year, the maximum proportion of carbon offset by direct carbon offset projects in a certain year, and the carbon emissions in a certain year. The seventeenth constraint is constructed based on the amount of indirect carbon offset projects purchased in a certain year and the annual purchase upper limit of carbon offset projects in a certain year. The eighteenth constraint is constructed based on the amount of indirect carbon offset projects purchased in a certain year and the annual purchase lower limit of carbon offset projects in a certain year. The nineteenth constraint is constructed based on the amount of indirect carbon offset projects purchased in a certain year and the upper limit of carbon offset projects purchased within the given cycle of that year. The twentieth constraint is constructed based on the amount of indirect carbon offset projects purchased in a certain year and the lower limit of carbon offset projects purchased within the given cycle of that year.

6. The port carbon emission reduction optimization method according to claim 2, characterized in that: In the step of establishing the comprehensive carbon emission reduction optimization model of the port, the multiple constraints also include the twenty-first constraint, the twenty-second constraint, the twenty-third constraint and the twenty-fourth constraint, which are established based on the carbon peak time limit, the carbon neutrality time limit, the net emission limit after the carbon peak, and the net emission and absorption limit after carbon neutrality. The twenty-first constraint is constructed based on the judgment result of whether the carbon peak is reached in a certain year, the twenty-second constraint is constructed based on the judgment result of whether carbon neutrality is achieved in a certain year, the twenty-third constraint is constructed based on the carbon emissions, transformation method and the judgment result of whether the carbon peak is reached in a certain year, and the twenty-fourth constraint is constructed based on the carbon emissions, carbon offsets, the number of carbon quotas purchased in a certain year, the transformation method and the judgment result of whether carbon neutrality is achieved in a certain year.

7. The port carbon emission reduction optimization method according to claim 2, characterized in that: In the step of establishing the port comprehensive carbon emission reduction optimization model, the multiple constraints also include the twenty-fifth constraint, the twenty-sixth constraint, the twenty-seventh constraint, the twenty-eighth constraint and the twenty-ninth constraint, which are established based on the energy quantity limit, the energy purchase quantity limit, the carbon emission quantity limit of the purchased energy, the carbon emission quantity limit after offset and the working capacity limit provided by the newly invested port equipment. The twenty-fifth constraint is constructed based on the amount of fuel used by all newly invested port equipment in a certain year, the number of indirect carbon offset projects purchased in a certain year, the amount of energy generated by a certain indirect carbon offset project and the amount of energy used by the port equipment in a certain year. The twenty-sixth constraint is constructed based on the amount of fuel used by all newly invested port equipment in a certain year and the energy ceiling in a certain year. The twenty-seventh constraint is constructed based on the carbon emissions in a certain year, the amount of fuel used by all newly invested port equipment in a certain year, and the carbon content of energy in a certain year. The twenty-eighth constraint is constructed based on the carbon emissions in a certain year, the carbon offset amount in a certain year, the number of carbon quotas purchased in a certain year, and the free carbon quotas in a certain year. The twenty-ninth constraint is constructed based on the working capacity provided by the port equipment in a certain year, the working capacity of a certain type of port equipment provided by the newly invested port equipment in a certain year, and the demand capacity of the port equipment in a certain year.

8. A port carbon emission reduction optimization system, characterized in that: It includes a parameter acquisition module, a port comprehensive carbon emission reduction optimization model establishment module and an optimal solution calculation module connected in sequence. The parameter acquisition module acquires carbon emission reduction management parameters, which include the cost of emission reduction transformation technology, subsidies for the elimination of each port equipment, the amount of fuel used, the price of fuel, the number of types of newly invested port equipment, the cost of newly invested port equipment, the number of direct carbon offset projects and indirect carbon offset projects purchased, the number of carbon credits purchased, and the price of carbon credits; The port comprehensive carbon emission reduction optimization model establishment module constructs a first decision variable based on the selection result of whether the port equipment chooses to undergo emission reduction transformation technology in a certain year, constructs a second decision variable based on the judgment result of whether the port equipment is eliminated in that year, and constructs a port comprehensive carbon emission reduction optimization model with the goal of minimizing total cost based on the cost of emission reduction transformation technology, the first decision variable, the subsidy for each port equipment eliminated in that year, the second decision variable, the amount of fuel used in that year, the fuel price in that year, the number of types of port equipment newly invested in that year, the cost of new port equipment invested, the number of direct carbon offset projects purchased in that year, the number of indirect carbon offset projects purchased in that year, the number of carbon quotas purchased in that year, and the price of carbon quotas in that year under multiple constraints established with the emission reduction transformation and elimination restrictions of old port equipment, the selection and scale restrictions of incremental port equipment, the purchase of carbon offset projects and the amount of carbon offset, the carbon peak and carbon neutrality restrictions, and the energy and carbon emission restrictions as constraints; The optimal solution calculation module uses a solver to calculate the optimal solution of the port comprehensive carbon emission reduction optimization model, and then obtains the optimal comprehensive carbon emission reduction plan that minimizes the total cost to achieve optimization of port carbon emission reduction.

9. The port carbon emission reduction optimization system according to claim 8, characterized in that: In the port comprehensive carbon emission reduction optimization model establishment module, the emission reduction transformation and elimination restrictions of old port equipment include the elimination time limit range of old port equipment, the emission reduction transformation time limit range of old port equipment, the different energy consumption limit ranges of old port equipment after emission reduction transformation, and the efficiency limit range of each old port equipment before and after emission reduction transformation; the incremental port equipment selection and scale restrictions include the quantity limit range of newly invested port equipment types, the amount limit range of fuel used by all newly invested port equipment, and the efficiency value limit range provided by the newly invested port equipment; the carbon offset project procurement and offset carbon quantity restrictions include the annual purchase of direct The scope of quantity restrictions on carbon offset projects, the scope of total quantity restrictions on purchased direct carbon offset projects, the scope of carbon quantity restrictions offset by direct carbon offset projects, the scope of annual quantity restrictions on purchased indirect carbon offset projects, and the scope of total quantity restrictions on purchased indirect carbon offset projects; the carbon peak and carbon neutrality restrictions include carbon peak time restrictions, carbon neutrality time restrictions, restrictions on net emissions after carbon peak, and restrictions on net emissions and absorption after carbon neutrality; the energy and carbon emission restrictions include energy quantity restrictions, energy purchase quantity restrictions, carbon emission quantity restrictions on purchased energy, carbon emission quantity restrictions after offsetting, and working capacity restrictions provided by newly invested port equipment.

10. The port carbon emission reduction optimization system according to claim 8, characterized in that: In the optimal solution calculation module, the solver includes a Gurobi solver, a CPLEX solver or a SCIP solver.

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