Electricity-water-hydrogen-heat coupled multi-energy ship optimal scheduling method

Abstract

The invention discloses an electricity-water-hydrogen-heat coupled multi-energy ship optimal scheduling method. The method comprises the following steps: 1) establishing an objective function of an electricity-water-hydrogen-heat coupled multi-energy ship optimal scheduling model; 2) establishing ship navigation scheduling constraints of the electricity-water-hydrogen-thermal coupling multi-energy ship optimization scheduling model; 3) establishing ship equipment scheduling constraints of the electricity-water-hydrogen-heat coupling multi-energy ship optimal scheduling model, wherein the ship equipment scheduling constraints comprise ship photovoltaic, diesel generator, fuel cell, electric energy storage, water energy storage, hydrogen energy storage and heat energy storage scheduling constraints; 4) establishing an electricity-water-hydrogen-heat energy balance constraint of the electricity-water-hydrogen-heat coupling multi-energy ship optimization scheduling model; and 5) solving the power-water-hydrogen-heat coupled multi-energy ship optimal scheduling model to obtain a multi-energy ship scheduling scheme.

Description

Technical Field

[0001] The present invention belongs to the field of integrated energy technology, and in particular relates to an electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling method. Background Art

[0002] Traditional marine energy systems have long relied on diesel generators as their core energy source, resulting in low operational efficiency and significant carbon emissions. Pollutants generated by the continuous power generation of auxiliary engines while ships are at port have become a major burden on the atmospheric environment in port areas. With the deepening of international shipping emissions reduction targets, marine energy systems are transitioning from a single electric drive to a microgrid model that coordinates multiple energy sources. However, the existing technological system still faces multiple bottlenecks. While current research has made progress in the combined scheduling of electricity and thermal energy, the energy synergy dimension is significantly insufficient. Firstly, the supply of fresh water to ships is highly dependent on energy-intensive desalination equipment, and the coupling mechanism between its dynamic load characteristics and the power system remains unclear, limiting the potential for energy complementarity. Secondly, the value of hydrogen as a zero-carbon fuel has not been fully explored, and the fragmented optimization of hydrogen production, storage, transportation, and power generation has resulted in overall efficiency losses in the energy conversion chain. Furthermore, the unique topology of marine power distribution networks has long been simplified. Voltage stability issues during the transition between island and grid-connected modes, as well as the fluctuations in renewable energy sources affected by ship motion, are not fully accounted for in existing scheduling models. These defects lead to insufficient adaptability between theoretical solutions and actual scenarios, and it is necessary to build a ship microgrid system that covers the coordination of multiple energy flows such as electricity, heat, hydrogen, and fresh water, the integration of voyage planning and ecological constraints, and the linkage of dynamic networks and equipment responses. Summary of the Invention

[0003] Technical solution: In order to solve the technical problems mentioned in the above background technology, the present invention proposes an electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling method, comprising the following steps:

[0004] Step 1: Establish the objective function of the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model;

[0005] Step 2: Establish ship navigation scheduling constraints for the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model;

[0006] Step 3: Establish ship equipment scheduling constraints for the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model, including ship photovoltaic, diesel generators, fuel cells, electric energy storage, water energy storage, hydrogen energy storage, and thermal energy storage scheduling constraints;

[0007] Step 4: Establish the electricity-water-hydrogen-heat energy balance constraints of the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model;

[0008] Step 5: Solve the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model to obtain the multi-energy ship scheduling plan.

[0009] Furthermore, in step 1, the objective function of the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model is established, which is expressed as follows:

[0010]

[0011] Where, d is the equipment number of the diesel generator; f is the equipment number of the fuel cell; w is the equipment number of the seawater desalination device; p is the equipment number of the electric heat generating device; t is the scheduling time; is the fuel cost coefficient of the diesel generator; is the active power of the diesel generator at time t; is the on / off state of the diesel generator at time t; is the on / off state of the diesel generator at time t-1; Start-up costs for diesel generators; Cost of shutting down diesel generators; C CE is the unit cost of carbon emissions; is the carbon emission coefficient of the diesel generator; Unit operation and maintenance cost of diesel generator; The unit operation and maintenance cost of the fuel cell; Unit operation and maintenance costs for seawater desalination equipment; is the unit operation and maintenance cost of heat-generating equipment; C ES,O&M C is the unit operation and maintenance cost of the energy storage equipment; WS,O&M C is the unit operation and maintenance cost of the water storage tank; HS,O&M C is the unit operation and maintenance cost of hydrogen energy storage equipment; TS,O&M Unit operation and maintenance cost of thermal energy storage equipment; is the active power of the fuel cell at time t; is the active power of the seawater desalination equipment at time t; is the active power of the heat generating equipment at time t; is the charging and discharging of the energy storage at time t; is the charging and discharging energy of the water storage tank at time t; is the charging and discharging energy of hydrogen energy storage at time t; is the charge and discharge of thermal energy storage at time t; C EEC is the unit cost of wasted energy; C WEC is the unit cost of water energy abandonment; C HEC is the unit cost of hydrogen energy abandonment; C TEC is the unit cost of thermal energy waste; is the reduction of electric energy at time t; is the reduction of water energy at time t; T is the reduction of hydrogen energy at time t; t TEC C is the thermal energy reduction at time t; ELS is the unit cost of load shedding; C WLS Unit cost for water load reduction; C HLS The unit cost of hydrogen load reduction; C TLS Unit cost for heat load reduction; is the power load reduction at time t; is the water load reduction at time t; is the hydrogen load reduction at time t; is the heat load reduction at time t; is the cost of purchasing hydrogen at time t; is the amount of hydrogen purchased at time t.

[0012] Furthermore, in step 2, the ship navigation scheduling constraints of the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model are established, which are expressed as follows:

[0013]

[0014] Where, is the propulsion load of the ship at time t; d SPL,1 d SPL,2 is the load parameter; κ SPL,R is the sailing resistance parameter; is the actual ship speed at time t; is the sailing distance at time t; is the sailing distance at time t-1; d S,V is the maximum speed deviation; is the reference speed at time t; d V,D is the maximum distance deviation; is the reference sailing distance at time t.

[0015] Furthermore, the specific process of step 3 is as follows:

[0016] (301) Establishing Ship PV Scheduling Constraints

[0017]

[0018] α STA =23.44sin[0.986(ω-80)] (8)

[0019] α SA =15(χ-12) (9)

[0020] Where, is the electrical energy generated by the photovoltaic cell at time t; σ PV,R is the reference power efficiency; σ TEis the power tracking efficiency; θ FF is the filling factor; θ TR is the transmittance; θ T is the temperature coefficient; T t is the actual temperature at time t; is the reference temperature at time t; Z PV is the panel area; is the actual solar irradiance at time t; is the direct solar irradiance at time t; σ A is the sea surface reflectivity; α STA is the sun's inclination angle; α LA is latitude; α SA is the sun angle; C A is the environmental reflection correction coefficient; β A is the inclination angle between the photovoltaic panel and the ship deck; γ A is the zenith angle; α A is the inclination angle of the shipboard; is the incident angle correction factor at time t; ω is the annual cumulative day; χ is the local standard time;

[0021] (302) Establish scheduling constraints for diesel generators and fuel cells

[0022]

[0023] Where, is the active power of the diesel generator at time t-1; is the minimum active power of the diesel generator at time t; is the maximum active power of the diesel generator at time t; is the minimum climbing limit of the diesel generator at time t; is the maximum climbing limit of the diesel generator at time t; is the minimum starting time requirement of the diesel generator at time t; is the cumulative running time of the diesel generator at time t-1; is the minimum downtime requirement of the diesel generator at time t; is the cumulative downtime of the diesel generator at time t-1; is the active power of the fuel cell at time t-1; is the minimum active power of the fuel cell at time t; is the maximum active power of the fuel cell at time t; is the on / off state of the fuel cell at time t; is the minimum climbing limit of the fuel cell at time t; is the maximum climbing limit of the fuel cell at time t; The power conversion efficiency of the fuel cell; V H is the energy density of hydrogen; is the hydrogen consumption of the fuel cell at time t;

[0024] (303) Establish scheduling constraints for electric energy storage, water energy storage, hydrogen energy storage, and thermal energy storage

[0025]

[0026] Where, is the amount of electrical energy stored at time t; is the amount of electrical energy stored at time t-1; is the energy storage efficiency of the electric energy storage at time t; is the energy storage capacity of the electric energy storage at time t; is the energy storage state of the electric energy storage at time t; is the amount of energy released from the stored energy at time t; is the energy release state of the stored energy at time t; is the energy release efficiency of the energy storage at time t; is the water energy storage at time t; is the water energy storage at time t-1; is the energy storage efficiency of water storage at time t; is the amount of water energy stored at time t; is the energy storage state of water storage at time t; is the energy released by water storage at time t; is the energy release state of water storage at time t; is the energy release efficiency of water storage at time t; is the hydrogen energy storage at time t; is the hydrogen energy storage at time t-1; is the energy storage efficiency of hydrogen storage at time t; is the hydrogen energy storage capacity at time t; is the energy storage state of hydrogen storage at time t; is the amount of hydrogen energy released at time t; is the energy release state of hydrogen storage at time t; is the energy release efficiency of hydrogen storage at time t; is the thermal energy storage at time t; is the thermal energy storage at time t-1; is the energy storage efficiency of thermal energy storage at time t; is the thermal energy storage capacity at time t; is the energy storage state of thermal energy storage at time t; is the amount of thermal energy released at time t; is the energy release state of thermal storage at time t; is the energy release efficiency of thermal energy storage at time t.

[0027] Furthermore, in step 4, the electricity-water-hydrogen-heat energy balance constraint of the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model is established, which is expressed as follows:

[0028]

[0029]

[0030] Where: The electricity obtained by the cold chain technology at time t; is the electric energy load at time t; is the electric energy consumed by the seawater desalination device at time t; The fresh water purification efficiency of the seawater desalination device; is the water energy load at time t; is the hydrogen energy load at time t; is the thermal energy conversion efficiency of the fuel cell; is the heat generation efficiency of the electric heating equipment; is the heat energy load at time t.

[0031] Furthermore, in step 5, an electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model is written in general commercial software, and a solver is used to solve the compiled model to obtain a multi-energy ship scheduling plan.

[0032] Beneficial technical effects: Compared with the prior art, the technical solution of the present invention has the following beneficial technical effects:

[0033] (1) The present invention improves the efficiency of ship energy resource utilization through the coordinated and complementary scheduling of ship electricity, water energy, hydrogen energy, and thermal energy, while reducing heating energy consumption through waste heat recovery from fuel cells. By constructing a coordinated model of the entire electricity-water-hydrogen-heat system, the isolated operation mode of traditional energy units is broken, and deep coupling of renewable energy power generation, seawater desalination, hydrogen energy storage and utilization, and thermal energy co-production is achieved. In view of the dynamic operation characteristics of ships, speed regulation is combined with multi-energy supply and demand matching to optimize the synergistic relationship between propulsion load and equipment power output, reducing fuel consumption and carbon emissions. By fine-tuning the operating boundaries of the ship's power distribution network, voltage stability constraints in isolated and grid-connected modes are established, and combined with the multi-time scale adjustment capability of the energy storage system, the impact of photovoltaic power generation fluctuations and load mutations on the system is effectively alleviated. A distributed solution architecture is introduced to decompose complex optimization problems into sub-modules that can be calculated in parallel, significantly improving computing efficiency and supporting online dynamic adjustment. Ultimately, a ship energy scheduling system that is both economical, reliable, and environmentally friendly is formed, providing technical support for the low-carbon transformation of the shipping industry.

[0034] (2) The present invention achieves multi-dimensional coordinated scheduling of multi-energy ships by integrating the production, storage, and consumption of multiple energy sources such as electricity, water, hydrogen, and heat. Through speed adjustment, port time optimization, and energy allocation strategies during navigation, while meeting multiple needs such as ship propulsion, fresh water production, and domestic heating, the consumption of traditional fossil energy is reduced, effectively balancing the efficient operation of ships with environmental protection needs, and providing innovative solutions for the development of green ship technology. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 Flow chart of the method of the present invention. DETAILED DESCRIPTION

[0036] The technical solution of the present invention will be described in detail below with reference to the accompanying drawings.

[0037] like Figure 1 As shown, the present invention proposes an electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling method, comprising the following steps:

[0038] Step 1: Establish the objective function of the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model;

[0039] Step 2: Establish ship navigation scheduling constraints for the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model;

[0040] Step 3: Establish ship equipment scheduling constraints for the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model, including ship photovoltaic, diesel generators, fuel cells, electric energy storage, water energy storage, hydrogen energy storage, and thermal energy storage scheduling constraints;

[0041] Step 4: Establish the electricity-water-hydrogen-heat energy balance constraints of the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model;

[0042] Step 5: Solve the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model to obtain the multi-energy ship scheduling plan.

[0043] Furthermore, in step 1, the objective function of the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model is established, which is expressed as follows:

[0044]

[0045] Where, d is the equipment number of the diesel generator; f is the equipment number of the fuel cell; w is the equipment number of the seawater desalination device; p is the equipment number of the electric heat generating device; t is the scheduling time; is the fuel cost coefficient of the diesel generator; is the active power of the diesel generator at time t; is the on / off state of the diesel generator at time t; is the on / off state of the diesel generator at time t-1; Start-up costs for diesel generators; Cost of shutting down diesel generators; C CE is the unit cost of carbon emissions; is the carbon emission coefficient of the diesel generator; Unit operation and maintenance cost of diesel generator; The unit operation and maintenance cost of the fuel cell; Unit operation and maintenance costs for seawater desalination equipment; is the unit operation and maintenance cost of heat-generating equipment; C ES,O&M C is the unit operation and maintenance cost of the energy storage equipment; WS,O&M C is the unit operation and maintenance cost of the water storage tank; HS,O&M C is the unit operation and maintenance cost of hydrogen energy storage equipment; TS,O&M Unit operation and maintenance cost of thermal energy storage equipment; is the active power of the fuel cell at time t; is the active power of the seawater desalination equipment at time t; is the active power of the heat generating equipment at time t; is the charging and discharging of the energy storage at time t; is the charging and discharging energy of the water storage tank at time t; is the charging and discharging energy of hydrogen energy storage at time t; is the charge and discharge of thermal energy storage at time t; C EEC is the unit cost of wasted energy; C WEC is the unit cost of water energy abandonment; C HEC is the unit cost of hydrogen energy abandonment; C TEC is the unit cost of thermal energy waste; is the reduction of electric energy at time t; is the reduction of water energy at time t; is the energy reduction of hydrogen at time t; C is the thermal energy reduction at time t; ELS is the unit cost of load shedding; C WLS Unit cost for water load reduction; C HLS The unit cost of hydrogen load reduction; C TLS Unit cost for heat load reduction; is the power load reduction at time t; is the water load reduction at time t; is the hydrogen load reduction at time t; is the heat load reduction at time t; is the cost of purchasing hydrogen at time t; is the amount of hydrogen purchased at time t.

[0046] Furthermore, in step 2, the ship navigation scheduling constraints of the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model are established, which are expressed as follows:

[0047]

[0048]

[0049] Where, is the propulsion load of the ship at time t; d SPL,1 d SPL,2 is the load parameter; κ SPL,R is the sailing resistance parameter; is the actual ship speed at time t; is the sailing distance at time t; is the sailing distance at time t-1; d S,V is the maximum speed deviation; is the reference speed at time t; d V,D is the maximum distance deviation; is the reference sailing distance at time t.

[0050] Furthermore, the specific process of step 3 is as follows:

[0051] (301) Establishing Ship PV Scheduling Constraints

[0052]

[0053] α STA =23.44sin[0.986(ω-80)] (8)

[0054] α SA =15(χ-12) (9)

[0055] Where, is the electrical energy generated by the photovoltaic cell at time t; σ PV,R is the reference power efficiency; σ TE is the power tracking efficiency; θ FF is the filling factor; θ TR is the transmittance; θ T is the temperature coefficient; T t is the actual temperature at time t; is the reference temperature at time t; Z PV is the panel area; is the actual solar irradiance at time t; is the direct solar irradiance at time t; σ A is the sea surface reflectivity; α STA is the sun's inclination angle; α LA is latitude; α SA is the sun angle; C Ais the environmental reflection correction coefficient; β A is the inclination angle between the photovoltaic panel and the ship deck; γ A is the zenith angle; α A is the inclination angle of the shipboard; is the incident angle correction factor at time t; ω is the annual cumulative day; χ is the local standard time;

[0056] (302) Establish scheduling constraints for diesel generators and fuel cells

[0057]

[0058]

[0059] Where, is the active power of the diesel generator at time t-1; is the minimum active power of the diesel generator at time t; is the maximum active power of the diesel generator at time t; is the minimum climbing limit of the diesel generator at time t; is the maximum climbing limit of the diesel generator at time t; is the minimum starting time requirement of the diesel generator at time t; is the cumulative running time of the diesel generator at time t-1; is the minimum downtime requirement of the diesel generator at time t; is the cumulative downtime of the diesel generator at time t-1; is the active power of the fuel cell at time t-1; is the minimum active power of the fuel cell at time t; is the maximum active power of the fuel cell at time t; is the on / off state of the fuel cell at time t; is the minimum climbing limit of the fuel cell at time t; is the maximum climbing limit of the fuel cell at time t; The power conversion efficiency of the fuel cell; V H is the energy density of hydrogen; is the hydrogen consumption of the fuel cell at time t;

[0060] (303) Establish scheduling constraints for electric energy storage, water energy storage, hydrogen energy storage, and thermal energy storage

[0061]

[0062] Where, is the amount of electrical energy stored at time t; is the amount of electrical energy stored at time t-1; is the energy storage efficiency of the electric energy storage at time t; is the energy storage capacity of the electric energy storage at time t; is the energy storage state of the electric energy storage at time t; is the amount of energy released from the stored energy at time t; is the energy release state of the stored energy at time t; is the energy release efficiency of the energy storage at time t; is the water energy storage at time t; is the water energy storage at time t-1; is the energy storage efficiency of water storage at time t; is the amount of water energy stored at time t; is the energy storage state of water storage at time t; is the energy released by water storage at time t; is the energy release state of water storage at time t; is the energy release efficiency of water storage at time t; is the hydrogen energy storage at time t; is the hydrogen energy storage at time t-1; is the energy storage efficiency of hydrogen storage at time t; is the hydrogen energy storage capacity at time t; is the energy storage state of hydrogen storage at time t; is the amount of hydrogen energy released at time t; is the energy release state of hydrogen storage at time t; is the energy release efficiency of hydrogen storage at time t; is the thermal energy storage at time t; is the thermal energy storage at time t-1; is the energy storage efficiency of thermal energy storage at time t; is the thermal energy storage capacity at time t; is the energy storage state of thermal energy storage at time t; is the amount of thermal energy released at time t; is the energy release state of thermal storage at time t; is the energy release efficiency of thermal energy storage at time t.

[0063] Furthermore, in step 4, the electricity-water-hydrogen-heat energy balance constraint of the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model is established, which is expressed as follows:

[0064]

[0065] Where, The electricity obtained by the cold chain technology at time t; is the electric energy load at time t; is the electric energy consumed by the seawater desalination device at time t; The fresh water purification efficiency of the seawater desalination device; is the water energy load at time t; is the hydrogen energy load at time t; is the thermal energy conversion efficiency of the fuel cell; is the heat generation efficiency of the electric heating equipment; is the heat energy load at time t.

[0066] Furthermore, in step 5, an electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model is written in general commercial software, and a solver is used to solve the compiled model to obtain a multi-energy ship scheduling plan.

[0067] A ship with a 24-hour dispatch time is used as an example. The case study is implemented on GAMS optimization software, and the CPLEX solver is used to solve the constructed mixed integer linear programming problem.

[0068] In order to illustrate the advantages of the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling method proposed in this invention, a traditional ship navigation scheduling scheme is introduced as a comparison to explore the impact on the total cost. The traditional ship navigation scheduling scheme uses diesel generators as the main energy supply method, with a single energy structure and lacks a multi-energy coordination mechanism. Its equipment scheduling is rigid, and the dynamic coupling optimization of electricity, water, hydrogen, and heat multi-energy flows is not achieved, resulting in high fuel consumption and carbon emissions levels, and significantly high operation and maintenance costs. This scheme has obvious shortcomings in energy utilization efficiency and environmental protection, highlighting the necessity of multi-dimensional coordinated scheduling;

[0069] Option 1: Use traditional ship navigation scheduling solution;

[0070] Solution 2: Adopt the multi-energy ship optimization scheduling solution proposed in this paper;

[0071] A cost comparison of the two options is shown in Table 1. Because Option 1 utilizes a traditional ship scheduling scheme, its total cost is over $3,500 higher than Option 2. Option 2 significantly reduces fuel, equipment maintenance, and carbon emissions costs through flexible ship scheduling and a multi-energy sharing mechanism, validating the effectiveness of the electricity-water-hydrogen-heat coupled system in improving ship energy efficiency.

[0072] Table 1 Comparison of costs ($) of different solutions

[0073]

[0074] The embodiments are only for illustrating the technical idea of ​​the present invention and cannot be used to limit the protection scope of the present invention. Any changes made on the basis of the technical solution in accordance with the technical idea proposed by the present invention shall fall within the protection scope of the present invention.

Claims

1. A multi-energy ship optimization scheduling method coupled with electricity, water, hydrogen and heat, characterized in that: The following steps are involved: Step 1: Establish the objective function of the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model; Step 2: Establish ship navigation scheduling constraints for the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model; Step 3: Establish ship equipment scheduling constraints for the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model, including ship photovoltaic, diesel generators, fuel cells, electric energy storage, water energy storage, hydrogen energy storage, and thermal energy storage scheduling constraints; Step 4: Establish the electricity-water-hydrogen-heat energy balance constraints of the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model; Step 5: Solve the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model to obtain the multi-energy ship scheduling plan.

2. The method for optimizing ship scheduling of a multi-energy ship coupled with electricity, water, hydrogen and heat according to claim 1, characterized in that: In step 1, the objective function of the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model is established and expressed as follows: Where, d is the equipment number of the diesel generator; f is the equipment number of the fuel cell; w is the equipment number of the seawater desalination device; p is the equipment number of the electric heat generating device; t is the scheduling time; is the fuel cost coefficient of the diesel generator; is the active power of the diesel generator at time t; is the on / off state of the diesel generator at time t; is the on / off state of the diesel generator at time t-1; Start-up costs for diesel generators; Cost of shutting down diesel generators; C CE is the unit cost of carbon emissions; is the carbon emission coefficient of the diesel generator; Unit operation and maintenance cost of diesel generator; The unit operation and maintenance cost of the fuel cell; Unit operation and maintenance costs for seawater desalination equipment; is the unit operation and maintenance cost of heat-generating equipment; C ES,O&M C is the unit operation and maintenance cost of the energy storage equipment; WS,O&M C is the unit operation and maintenance cost of the water storage tank; HS,O&M C is the unit operation and maintenance cost of hydrogen energy storage equipment; TS,O&M Unit operation and maintenance cost of thermal energy storage equipment; is the active power of the fuel cell at time t; is the active power of the seawater desalination equipment at time t; is the active power of the heat generating equipment at time t; P t ES,C 、P t ES,D is the charge and discharge of the energy storage at time t; W t WS,C 、W t WS,D is the charging and discharging energy of the water storage tank at time t; is the charging and discharging of hydrogen energy storage at time t; T t TS,C 、T t TS,D is the charge and discharge of thermal energy storage at time t; C EEC is the unit cost of wasted energy; C WEC is the unit cost of water energy abandonment; C HEC is the unit cost of hydrogen energy abandonment; C TEC is the unit cost of thermal energy waste; P t EEC is the reduction of electric energy at time t; W t WEC is the reduction of water energy at time t; T is the reduction of hydrogen energy at time t; t TEC C is the thermal energy reduction at time t; ELS is the unit cost of load shedding; C WLS Unit cost for water load reduction; C HLS The unit cost of hydrogen load reduction; C TLS is the unit cost of heat load reduction; P t ELS is the power load reduction at time t; W t WLS is the water load reduction at time t; is the hydrogen energy load reduction at time t; T t TLS is the heat load reduction at time t; is the cost of purchasing hydrogen at time t; is the amount of hydrogen purchased at time t.

3. The method for optimizing ship scheduling of a multi-energy ship coupled with electricity, water, hydrogen and heat according to claim 1, characterized in that: In step 2, the ship navigation scheduling constraints of the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model are established, which are expressed as follows: Where, P t SPL is the propulsion load of the ship at time t; d SPL,1 d SPL,2 is the load parameter; κ SPL,R is the sailing resistance parameter; is the actual ship speed at time t; is the sailing distance at time t; is the sailing distance at time t-1; d S,V is the maximum speed deviation; is the reference speed at time t; d V,D is the maximum distance deviation; is the reference sailing distance at time t, and Δt is the time interval.

4. The method for optimizing the dispatch of multi-energy ships coupled with electricity, water, hydrogen and heat according to claim 1, characterized in that: The specific process of step 3 is as follows: (301) Establishing Ship PV Scheduling Constraints a STA =23.44sin[0.986(ω-80)] (8) a SA =15(x-12) (9) Where, is the electrical energy generated by the photovoltaic cell at time t; σ PV,R is the reference power efficiency; σ TE is the power tracking efficiency; θ FF is the filling factor; θ TR is the transmittance; θ T is the temperature coefficient; T t is the actual temperature at time t; T t R is the reference temperature at time t; Z PV is the panel area; is the actual solar irradiance at time t; is the direct solar irradiance at time t; σ A is the sea surface reflectivity; α STA is the sun's inclination angle; α LA is latitude; α SA is the sun angle; C A is the environmental reflection correction coefficient; β A is the inclination angle between the photovoltaic panel and the ship deck; γ A is the zenith angle; α A is the inclination angle of the shipboard; is the incident angle correction factor at time t; ω is the annual cumulative day; χ is the local standard time; (302) Establish scheduling constraints for diesel generators and fuel cells Where, is the active power of the diesel generator at time t-1; is the minimum active power of the diesel generator at time t; is the maximum active power of the diesel generator at time t; is the minimum climbing limit of the diesel generator at time t; is the maximum climbing limit of the diesel generator at time t; is the minimum starting time requirement of the diesel generator at time t; is the cumulative running time of the diesel generator at time t-1; is the minimum downtime requirement of the diesel generator at time t; is the cumulative downtime of the diesel generator at time t-1; is the active power of the fuel cell at time t-1; is the minimum active power of the fuel cell at time t; is the maximum active power of the fuel cell at time t; is the on / off state of the fuel cell at time t; is the minimum climbing limit of the fuel cell at time t; is the maximum climbing limit of the fuel cell at time t; The power conversion efficiency of the fuel cell; V H is the energy density of hydrogen; is the hydrogen consumption of the fuel cell at time t; (303) Establish scheduling constraints for electric energy storage, water energy storage, hydrogen energy storage, and thermal energy storage Where: is the amount of electrical energy stored at time t; is the amount of electrical energy stored at time t-1; is the energy storage efficiency of the electric energy storage at time t; P t ES,C is the energy storage capacity of the electric energy storage at time t; is the energy storage state of the electric energy storage at time t; P t ES,D is the amount of energy released from the stored energy at time t; is the energy release state of the stored energy at time t; is the energy release efficiency of the energy storage at time t; is the water energy storage at time t; is the water energy storage at time t-1; is the energy storage efficiency of water storage at time t; W t WS,C is the amount of water energy stored at time t; is the energy storage state of water storage at time t; W t WS,D is the energy released by water storage at time t; is the energy release state of water storage at time t; is the energy release efficiency of water storage at time t; is the hydrogen energy storage at time t; is the hydrogen energy storage at time t-1; is the energy storage efficiency of hydrogen storage at time t; is the hydrogen energy storage capacity at time t; is the energy storage state of hydrogen storage at time t; is the amount of hydrogen energy released at time t; is the energy release state of hydrogen storage at time t; is the energy release efficiency of hydrogen storage at time t; is the thermal energy storage at time t; is the thermal energy storage at time t-1; is the energy storage efficiency of thermal energy storage at time t; T t TS,C is the thermal energy storage capacity at time t; is the energy storage state of thermal energy at time t; T t TS,D is the amount of thermal energy released at time t; is the energy release state of thermal storage at time t; is the energy release efficiency of thermal energy storage at time t.

5. The method for optimizing ship scheduling of electricity-water-hydrogen-heat coupled multi-energy according to claim 1, characterized in that: In step 4, the electricity-water-hydrogen-heat energy balance constraints of the electricity-water-hydrogen-heat coupled multi-energy ship optimization scheduling model are established, which is expressed as follows: Where, P t CI P is the electricity obtained by the cold chain technology at time t; t EL is the electric energy load at time t; is the electric energy consumed by the seawater desalination device at time t; is the fresh water purification efficiency of the seawater desalination device; W t WL is the water energy load at time t; is the hydrogen energy load at time t; is the thermal energy conversion efficiency of the fuel cell; is the heat generation efficiency of the electric heating equipment; T t TL is the heat energy load at time t.

6. The method for optimizing ship scheduling of a multi-energy ship coupled with electricity, water, hydrogen and heat according to claim 1, characterized in that: In step 5, a multi-energy ship optimization scheduling model of electricity-water-hydrogen-heat coupling is written in general commercial software, and a solver is used to solve the compiled model to obtain a multi-energy ship scheduling plan.

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