Port energy system coordination optimization method and system based on dynamic behavior of LNG ship

Abstract

The application provides a port energy system coordination optimization method and system based on LNG ship dynamic behavior, comprising the following steps: constructing a navigation planning model of LNG ship dynamic behavior; constructing a port energy system coordination scheduling model based on LNG ship dynamic behavior; on the basis of the optimal solution of the navigation planning model of the LNG ship fleet, solving the port energy system coordination scheduling model based on LNG ship dynamic behavior to obtain an optimized scheduling decision; the navigation planning model of LNG ship dynamic behavior takes minimizing transportation and distribution cost and gas shortage rate as the target, considers capacity limitation and time window limitation of different types of LNG transportation ships, optimizes scheduling of small-sized LNG transportation ship clusters, and ensures that each receiving station receives liquefied natural gas on time; the port energy system coordination scheduling model based on LNG ship dynamic behavior takes the result of actual distribution quantity scheduling of each port in the first stage as the basis, takes minimizing the economic cost of energy system operation of gas-electricity coupling as the target, and optimizes allocation of port energy units.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of electrical engineering and energy transportation integration, in particular, to a port energy system coordination optimization method and system based on LNG ship dynamic behavior. BACKGROUND

[0002] Under the background of energy transformation, natural gas is favored by countries around the world due to its clean and efficient advantages. Natural gas consumption and import and export volume are rising, becoming the backbone of global energy transformation and upgrading, gradually replacing the basic energy of modern society. Compared with pipeline transportation, the sea transportation based on liquefied natural gas (LNG) ship has the advantages of economic efficiency and is not limited by geographical location, which is one of the main transportation methods of natural gas.

[0003] In addition to ocean transportation, for coastal and river areas, large-scale liquefied natural gas receiving stations can also be used as transfer hubs, and through the secondary transportation of small and medium-sized LNG ships, they can be supplied to small-scale liquefied natural gas receiving stations in multiple coastal and river ports. At the same time, the integration development trend of port groups makes it possible to coordinate the management and deployment of each adjacent port and realize the optimal allocation of resources between ports. Under this background, the interconnection and interaction between LNG ships carrying water energy transportation tasks and port group energy systems are becoming closer, however, at present, few people study the optimization operation of port group energy system based on LNG ship dynamic behavior.

[0004] In order to solve the optimization and deployment problem of LNG transportation ship, improve the overall energy utilization efficiency of port group, and further promote port energy saving and emission reduction, the present application considers the coupling characteristics of water natural gas transportation network and port group energy system, proposes a port group energy system coordination optimization method based on LNG ship dynamic behavior, optimizes the output of each port energy system in the port group by reasonably deploying the LNG fleet, improves the overall operation economy of the port group, and ensures the clean, efficient and economic operation of the water energy transportation integration system.

[0005] Liu Q Z, Chen Q X, Lu E, Chen G. Operation analysis of gas-electricity coupled system considering LNG supply risk[J]. Power System Technology, 2016, 40(09): 2831-2837. DOI:10.13335 / j.1000-3673.pst.2016.09.035. Natural gas is an important clean energy, and gas turbine units play a very important role in power system operation. With the rapid growth of international liquefied natural gas (LNG) trade, the proportion of LNG receiving stations as a new type of gas source will continue to increase. Although some research work has considered the joint coordination optimization of natural gas-grid systems, it has not considered the particularity of LNG gas supply. LNG is affected by shipping, LNG storage tank and other conditions to form supply risk, and this risk will also affect the arrangement of natural gas-grid joint system in multi-day (week, even month) operation planning. Therefore, a gas-electricity coupled system operation model with multi-day optimization cycle is constructed, considering the coordination coupling of natural gas system and power system, modeling and analyzing the LNG gas supply risk, and proposing the objective function construction method under different supply scenarios; based on the Belgium 20-node natural gas system and IEEE-39-node power system, the effectiveness of the proposed model is verified, and the operation mode and benefit of the gas-electricity coupled system under different LNG supply scenarios are comprehensively analyzed. This paper proposes a gas-electricity coupled system operation technology considering LNG supply risk. This method starts from the LNG supply risk, focuses on the joint coordination optimization of gas-electricity coupled system, but does not consider the planning and scheduling of LNG marine transportation network, and does not consider the energy transportation integration operation characteristics. The invention not only considers the electrical coupling optimization scheduling, but also combines the LNG transportation, considers the transportation and energy optimization.

[0006] Fang, Z. C., D. Z., Z. S., and R. J. L., Port integrated energy system for carbon neutrality (Ⅱ) : Flexible resources and key technologies in energy-transportation integration, Proceedings of the CSEE, vol. 42, no. 24, pp. 1-20, Dec. 2021, doi: 10.13334 / j.0258-8013.pcsee.212121. This paper is the second part of the paper. Firstly, this paper analyzes the flexible resources in port energy-transportation integration from the energy side and the transportation side, and proposes the modeling method of these flexible resources. Then, based on the current research of land integrated energy system, this paper prospects the energy flow modeling method of port integrated energy system. Finally, combined with the current research status, this paper proposes three future key technologies: energy-transportation integration planning method, energy-transportation integration operation method, and energy-transportation integration evaluation index system. This paper reviews the flexible resources and key technologies of port-ship integrated system, and does not involve specific technical models and methods. The invention proposes a port group energy system coordinated scheduling method considering the dynamic behavior of LNG ships, which improves the economic efficiency of port energy. SUMMARY

[0007] In view of the defects in the prior art, the purpose of the present application is to provide a port energy system coordination optimization method and system based on the dynamic behavior of LNG ships.

[0008] According to the port energy system coordination optimization method based on the dynamic behavior of LNG ships provided by the present application, the following steps are included:

[0009] Step S1: Construct a navigation planning model of the dynamic behavior of LNG ships;

[0010] Step S2: Construct a port group energy system coordinated scheduling model based on the dynamic behavior of LNG ships;

[0011] Step S3: Based on the optimal solution of the navigation planning model of the dynamic behavior of LNG ships, solve the port group energy system coordinated scheduling model based on the dynamic behavior of LNG ships to obtain an optimized scheduling decision;

[0012] The navigation planning model of the dynamic behavior of LNG ships is to minimize the transportation and distribution cost and the gas shortage rate, while considering the capacity limit and time window limit of different types of LNG transportation ships, to optimize the scheduling of a small cluster of LNG transportation ships and ensure that each receiving station receives liquefied natural gas on time;

[0013] The port group energy system coordinated scheduling model based on the dynamic behavior of LNG ships is based on the scheduling results of the actual distribution amount of LNG in each port in the first stage, and aims to minimize the economic cost of the energy system running in gas-electricity coupling, to optimize the allocation of port energy units.

[0014] Preferably, the voyage planning model of the LNG ship dynamic behavior adopts:

[0015]

[0016] wherein A = {(i, j)} represents a route set; c ij represents the distance from port i to j, e represents the LNG ship unit distance transportation cost; x ij is a binary indicator variable, which is 1 when the LNG ship sails from port i to port j, and 0 otherwise; ζ(i) is the gas shortage penalty cost coefficient of each port; d(i), r(i) represent the actual demand and actual receiving amount of each port, respectively; δ + (i) represents the set of nodes that can be reached starting from i; δ - (i) represents the set of nodes that can directly reach port i; V min , V max are the upper and lower limits of the LNG ship speed, respectively; V is the sailing speed of the LNG ship; τ i is the service start time of port i; t ij represents the sailing time from port i to port j, τ j is the service start time of port j; [a i , b i ] represents the time window of LNG receiving at port i; represents the upper and lower limits of the LNG storage capacity of each port; LS i,0 is the initial LNG storage capacity of the receiving station; r i represents the actual LNG receiving amount of each port, and D is the total order amount of each port from the upstream large LNG receiving station.

[0017] Preferably, the port energy system coordinated scheduling model based on the dynamic behavior of the LNG ship adopts:

[0018]

[0019] wherein P t PV , P t WT are the active power output of the port photovoltaic and wind turbine, respectively; N gt , N dg are the number of port gas turbine and diesel engine units, respectively; are the port gas turbine output and port diesel output, respectively; ρ t is the electricity price of the upper-level power grid at time t, P t grid is the power purchase power from the grid; is the fuel cost coefficient of the port gas turbine; ξ 2,s , ξ1,s , ξ 0,s is the fuel cost coefficient of the port diesel generator; P t L is the port load size; LS t represents the LNG storage of the receiving station at t; η is the volume change ratio of liquefied natural gas LNG and gaseous natural gas; F t represents the natural gas flow consumed by the gas unit at t; γ 2,q , γ 1,q , γ 0,q is the fuel consumption parameter of the gas unit; is the upper and lower limit of the output of the s-th diesel engine; is the upper and lower limit of the output of the q-th port gas turbine.

[0020] Preferably, the step S3 adopts: the voyage planning model of the dynamic behavior of the LNG ship adopts an adaptive neighborhood search algorithm to find an initial relatively optimal solution, and then utilizes a branch and bound algorithm to gradually approach an optimal solution.

[0021] Preferably, the step S3 adopts: the port energy system coordinated scheduling model based on the dynamic behavior of the LNG ship is converted into a linear programming problem through a piecewise linearization method, and then is solved by using a high-efficiency commercial solver Cplex, and finally an optimized scheduling decision is obtained.

[0022] According to the port energy system coordinated optimization system based on the dynamic behavior of the LNG ship provided by the application, the voyage planning model of the dynamic behavior of the LNG ship is constructed, the port energy system coordinated scheduling model based on the dynamic behavior of the LNG ship is constructed, and the optimized scheduling decision is obtained by solving the port energy system coordinated scheduling model based on the dynamic behavior of the LNG ship on the basis of the optimal solution of the voyage planning model of the dynamic behavior of the LNG ship.

[0023] Module M1: constructing a voyage planning model of the dynamic behavior of the LNG ship;

[0024] Module M2: constructing a port energy system coordinated scheduling model based on the dynamic behavior of the LNG ship;

[0025] Module M3: obtaining an optimized scheduling decision by solving the port energy system coordinated scheduling model based on the dynamic behavior of the LNG ship on the basis of the optimal solution of the voyage planning model of the dynamic behavior of the LNG ship;

[0026] The voyage planning model of the dynamic behavior of the LNG ship is to minimize the transportation and distribution cost and the gas shortage rate as the target, simultaneously considers the capacity limitation and the time window limitation of different types of LNG transportation ships, optimizes the scheduling of the small-sized LNG transportation ship cluster, and guarantees that each receiving station receives liquefied natural gas on time.

[0027] The port energy system coordinated scheduling model based on the dynamic behavior of the LNG ship is based on the scheduling result of the actual LNG distribution amount of each port in the first stage, takes the minimum economic cost of the gas-electricity coupled energy system as the target, and optimizes the deployment of the port energy unit.

[0028] Preferably, the voyage planning model of the LNG ship dynamic behavior adopts:

[0029]

[0030] Wherein, A = {(i, j)} represents a route set; c ij represents the distance from port i to j, e represents the LNG ship unit distance transportation cost; x ij is a binary indicator variable, which is 1 when the LNG ship sails from port i to port j, otherwise 0; ζ(i) is the gas shortage penalty cost coefficient of each port; d(i), r(i) represent the actual demand and actual receiving amount of each port, respectively; δ + (i) represents the set of nodes that can be reached starting from i; δ - (i) represents the set of nodes that can directly reach port i; V min , V max are the upper and lower limits of the LNG ship speed, respectively; V is the sailing speed of the LNG ship; τ i is the service start time of port i; t ij represents the sailing time from port i to port j, τ j is the service start time of port j; [a i , b i ] represents the time window of LNG receiving at port i; represents the upper and lower limits of the LNG storage capacity of each port; LS i,0 is the initial LNG storage capacity of the receiving station; r i represents the actual LNG receiving amount of each port, and D is the total order amount of each port from the upstream large LNG receiving station.

[0031] Preferably, the port energy system coordinated scheduling model based on the dynamic behavior of the LNG ship adopts:

[0032]

[0033] Wherein, P t PV , P t WT are the active power output of the port photovoltaic and wind turbine, respectively; N gt , N dg are the number of port gas turbine and diesel engine units, respectively; are the port gas turbine output and port diesel engine output, respectively; ρ t is the electricity price of the upper-level power grid at time t, P t grid is the power purchase power from the grid; is the fuel cost coefficient of the port gas turbine; ξ 2,s , ξ1,s , ξ 0,s is the fuel cost coefficient of the port diesel generator; P t L is the port load size; LS t represents the LNG storage of the receiving station at t; η is the volume change ratio of liquefied natural gas LNG and gaseous natural gas; F t represents the natural gas flow consumed by the gas unit at t; γ 2,q , γ 1,q , γ 0,q is the fuel consumption parameter of the gas unit; is the upper and lower limit of the output of the s-th diesel engine; is the upper and lower limit of the output of the q-th port gas turbine.

[0034] Preferably, the module M3 adopts: the voyage planning model of the dynamic behavior of the LNG ship adopts an adaptive neighborhood search algorithm to find an initial relatively optimal solution, and then utilizes a branch and bound algorithm to gradually approach an optimal solution.

[0035] Preferably, the module M3 adopts: the port energy system coordinated scheduling model based on the dynamic behavior of the LNG ship is converted into a linear programming problem through a piecewise linearization method, and then is solved by using a high-efficiency commercial solver Cplex, and finally an optimal scheduling decision is obtained.

[0036] Compared with the prior art, the present application has the following beneficial effects:

[0037] 1. The present application considers the optimization of the liquefied natural gas water transportation supply and distribution network, takes minimizing the gas shortage rate of the port group and the transportation and distribution cost as the target, designs the optimal route and ship allocation for the LNG ship fleet, and solves the fusion operation problem of the water natural gas network and the traffic network;

[0038] 2. The present application firstly proposes a gas-electricity-water traffic multi-time scale coordinated scheduling strategy based on the important characteristics of the liquefied natural gas water transportation as a key gas source of the port, effectively improves the overall operation economy of the port group, and reduces carbon emissions;

[0039] 3. Through the gas-electricity-water traffic collaborative optimization method proposed in the present application, the spatiotemporal dynamic behavior characteristics of the LNG ship are considered, and the collaborative operation of the water natural gas network, the traffic network and the power network among multiple ports is realized;

[0040] 4. In the optimal route selection and ship allocation modeling of the LNG ship fleet, the capacity constraints of different gas-carrying capacity LNG ships and the hard time window constraints of arriving at each port are considered, so that the allocation result is more in line with the actual situation. BRIEF DESCRIPTION OF DRAWINGS

[0041] Other features, objects, and advantages of the application will become apparent from the following detailed description of non-limiting embodiments, when read in connection with the following accompanying drawings:

[0042] Figure 1 Optimization scheme for LNG ship.

[0043] Figure 2 Port 1 gas-electric coupling collaborative scheduling scheme considering LNG ship behavior. DETAILED DESCRIPTION

[0044] The application will be described in greater detail below with reference to specific embodiments. The following examples are helpful for those skilled in the art to further understand the application, but do not limit the application in any form. It should be pointed out that, for those skilled in the art, without departing from the concept of the application, a number of changes and improvements can be made. These all belong to the protection scope of the application.

[0045] Example 1

[0046] The purpose of the application is to provide a port group energy system coordinated scheduling method and system considering the dynamic behavior of LNG ships, which takes into account the coupling characteristics of the water natural gas transportation system and the port energy system, in order to improve the economic efficiency of the water energy transportation integrated system.

[0047] The application considers the optimization deployment of key gas sources LNG ships of the port energy system, integrates the optimization deployment of natural gas fuel sources into the model, establishes a navigation planning model of the LNG ship cluster, considers the time window constraint and the capacity limit of different types of transport ships in the water natural gas transportation model, comprehensively considers the characteristics of the water natural gas transportation system and the port energy system, constructs a port energy system coordinated scheduling model considering the dynamic behavior of LNG ships, and realizes the collaborative operation of the water natural gas network, the transportation network and the power network among multiple ports.

[0048] The application is based on the port energy system coordinated optimization method of LNG ship dynamic behavior, proposes a water energy transportation multi-time scale integrated operation model, considers the water transportation planning of LNG ship dynamic behavior, and effectively improves the overall operation economic efficiency of multiple port energy systems by coordinating and scheduling the natural gas water supply and distribution network and the port energy network.

[0049] According to the LNG ship dynamic behavior-based port energy system coordination optimization method provided by the application, the liquefied natural gas received by the port is taken as the main gas source of the port and is involved in the port energy optimization scheduling, in addition to supplying the port gas load, when the port power demand is high, the liquefied natural gas is involved in the port gas power generation after being gasified, and the electric energy supply of the port energy system is increased; when the port power demand is at a trough, the surplus liquefied natural gas is stored in a storage tank as a natural gas reserve resource. The liquefied natural gas is taken as a flexible resource and is involved in the port energy optimization scheduling, the application combines the liquefied natural gas water transportation network planning and the gas-electricity coupled energy system collaborative operation technology, and first proposes a water transportation-gas-electricity coordinated scheduling strategy.

[0050] Specifically, the method comprises the following steps:

[0051] Step S1: constructing a voyage planning model of LNG ship dynamic behavior;

[0052] Step S2: constructing a port group energy system coordination scheduling model based on LNG ship dynamic behavior;

[0053] Step S3: based on the optimal solution of the voyage planning model of LNG ship dynamic behavior, the port group energy system coordination scheduling model based on LNG ship dynamic behavior is solved to obtain an optimized scheduling decision;

[0054] Specifically, in the first stage scheduling, the voyage planning model of LNG ship dynamic behavior is to minimize the transportation and distribution cost and the gas shortage rate, while considering the capacity limit and time window limit of different types of LNG transportation ships, to optimize the scheduling of a small-sized LNG transportation ship cluster and to ensure that each receiving station receives liquefied natural gas on time.

[0055] In the second stage scheduling, the port group energy system coordination scheduling model based on LNG ship dynamic behavior is based on the scheduling result of the actual LNG distribution amount of each port in the first stage, takes the minimum economic cost of the gas-electricity coupled energy system operation as the target, and optimizes the allocation of the port energy unit.

[0056] The purpose of the LNG route ship allocation planning is to select a suitable route combination, reduce the total shipping distance, reduce the fuel consumption and environmental pollution cost, and at the same time, guarantee that each port LNG receiving station receives LNG on time, and minimize the gas shortage rate of the downstream port of the supply chain. The voyage planning model of LNG ship dynamic behavior can be specifically expressed as:

[0057]

[0058] Wherein, A={(i,j)} represents a route set; c ijdenotes the distance between port i and j, e denotes the LNG ship unit distance transportation cost; x ij is a binary indicator variable, which is 1 when the LNG ship sails from port i to port j, otherwise 0; ζ(i) is the gas shortage penalty cost coefficient of each port; d(i), r(i) respectively represent the actual demand and actual receiving amount of each port; δ + (i) represents the node set that can be reached starting from i, δ - (i) represents the node set that can directly reach port i; V min , V max are the upper and lower limits of the LNG ship speed respectively; V is the sailing speed of the LNG ship; τ i is the service start time of port i; t ij denotes the sailing time from port i to port j, τ j is the service start time of port j; [a i ,b i ] represents the time window of port i receiving LNG; denotes the upper and lower limits of the LNG storage of each receiving station; LS i,0 is the initial LNG storage of the receiving station; r i represents the actual receiving amount of LNG of each port, and D is the total order amount of each port from the upstream large LNG receiving station.

[0059] In the present application, the port group energy system covering wind power generation system, photovoltaic power generation system, gas turbine power generation system, diesel engine power generation system and various loads is optimized through gas-electricity coordination to realize the best operation of the port group.

[0060] The goal of the port group energy system coordination optimization is to reasonably allocate each energy unit to minimize the operation cost of the port energy system while meeting the port electrical load and gas load according to the liquefied natural gas allocation result of the first stage LNG ship. Therefore, the overall operation cost and carbon emission of the port group are taken as the objective function, and a single port is taken as an example, which is specifically represented as:

[0061]

[0062] Where, P t PV , P t WT are the active power output of the port photovoltaic and wind turbine generator respectively; N gt , N dg are the number of port gas turbine and diesel engine units respectively; are the port gas turbine output and port diesel engine output respectively; ρ t is the electricity price of the upper-level power grid at t time, P t gridP grid is the power purchased from the grid; P port is the fuel cost coefficient of the port gas turbine; 2,s P port is the fuel cost coefficient of the port gas turbine; 1,s P port is the fuel cost coefficient of the port gas turbine; 0,s P port is the fuel cost coefficient of the port diesel generator; t L LS is the port load size; t RLNG(t) represents the received station LNG storage at t; η is the volume change ratio of liquefied natural gas LNG and gaseous natural gas, and is 1 / 625; F t Q(t) represents the natural gas flow consumed by the gas unit at t; γ 2,q Q(t) represents the natural gas flow consumed by the gas unit at t; γ 1,q Q(t) represents the natural gas flow consumed by the gas unit at t; γ 0,q P fuel is the fuel consumption parameter of the gas unit; P s is the upper and lower limits of the output of the s-th diesel engine; P q is the upper and lower limits of the output of the q-th port gas turbine.

[0063] The port energy system multi-time scale coordinated scheduling strategy considering the dynamic behavior of LNG ships belongs to a two-stage planning problem, wherein the first stage LNG route ship allocation planning belongs to a path planning problem considering time window constraints, is an integer programming problem, an adaptive neighborhood search algorithm is used to find an initial relatively optimal solution, and then a branch and bound algorithm is used to gradually approach an optimal solution; the second stage coordinated scheduling problem of the gas-electricity coupling of the port energy system belongs to a nonlinear programming problem, is converted into a linear programming problem through a piecewise linearization method, and is solved by using a high-efficiency commercial solver Cplex, and finally the optimal scheduling decision is obtained.

[0064] The port energy system coordinated optimization system based on the dynamic behavior of LNG ships provided by the application can be realized through the step process in the port energy system coordinated optimization method based on the dynamic behavior of LNG ships.

[0065] Example 2

[0066] Embodiment 2 is a preferred example of embodiment 1

[0067] The application relies on the Hainan Provincial Natural Science Foundation “facing” the national natural foundation project “coordinated optimization operation theory and key technology of marine mobile energy network considering the behavior decision of full-electric ship”, and proposes a port group energy system coordinated optimization method considering the behavior of LNG ships.

[0068] Under the background of the integrated development of port clusters, the application takes a large LNG receiving station to transfer LNG to eight small LNG receiving stations along the coast as the research scene. To illustrate the superiority of the scheme, the following comparison schemes are set:

[0069] Scheme one: the port cluster energy system optimal scheduling considering the space-time dynamic characteristics of LNG ships is proposed in the application;

[0070] Scheme two: the route optimization of LNG ships is not considered, and only the LNG is distributed to each port within the specified time window;

[0071] Scheme three: the LNG is distributed to each port according to the same gas shortage rate without considering the gas shortage penalty cost of the port;

[0072] Considering that four LNG ships with carrying capacities of ship 1-14000m 3 , ship 2-20000m 3 , ship 3-23000m 3 and ship 4-18000m 3 participate in the route scheduling, it is assumed that the speed of the LNG ship remains uniform; the route planning and scheduling time is 0-24 hours; the arrival operation time of the LNG ship is 60 minutes; and the service window of each port for receiving LNG is a hard constraint, that is, the LNG ship must arrive at each port within the specified time.

[0073] Figure 1 The route scheduling optimization result of the LNG ship is given. Taking port 1 as an example, according to the LNG ship scheduling and transportation result, Figure 2 the optimal scheduling result of the diesel generator and the gas turbine of port 1 is given.

[0074] Table 1 Economic optimization analysis of port cluster considering the behavior of LNG ship

[0075] plan Option 1 Option 2 Option 3 LNG delivery cost (ten thousand yuan) 8.42 15.84 8.42 Port cluster operating costs (ten thousand yuan) 102.51 102.51 121.34 Total cost (ten thousand yuan) 110.93 118.35 129.76

[0076] Referring to Table 1, it is illustrated through the example that the port energy system coordinated scheduling method considering the dynamic behavior of the LNG ship optimizes the scheduling of the small LNG transportation ship cluster, reduces the LNG distribution cost, and effectively improves the overall operation economy of the port cluster while ensuring the natural gas supply of each port.

[0077] Those skilled in the art know that, in addition to implementing the system, device and each module thereof provided by the present application in the form of pure computer readable program code, the same program can also be implemented in the form of logic gates, switches, application specific integrated circuits, programmable logic controllers and embedded microcontrollers, etc. by logically programming the method steps. Therefore, the system, device and each module thereof provided by the present application can be considered as a hardware component, and the modules included therein for implementing various programs can also be considered as structures in the hardware component; the modules for implementing various functions can also be considered as both software programs for implementing methods and structures in the hardware component.

[0078] The specific embodiments of the present application are described above. It needs to be understood that the present application is not limited to the specific embodiments described above, and various changes or modifications can be made by those skilled in the art within the scope of the claims, which does not affect the essential content of the present application. The embodiments of the present application and the features in the embodiments can be combined with each other arbitrarily without conflict.

Claims

1. A method for coordinated optimization of port energy systems based on the dynamic behavior of LNG ships, characterized in that, include: Step S1: Construct a navigation planning model for the dynamic behavior of LNG vessels; Step S2: Construct a port cluster energy system coordination and scheduling model based on the dynamic behavior of LNG ships; Step S3: Based on the optimal solution of the navigation planning model of LNG ship dynamic behavior, solve the port group energy system coordination and scheduling model based on LNG ship dynamic behavior to obtain the optimized scheduling decision; The navigation planning model for the dynamic behavior of LNG vessels aims to minimize transportation and distribution costs and gas shortage rate, while taking into account the capacity and time window limitations of different types of LNG carriers, optimizing the scheduling of small LNG carrier clusters to ensure that each receiving station receives liquefied natural gas on time. The port energy system coordination and scheduling model based on the dynamic behavior of LNG ships is based on the results of the actual LNG delivery volume scheduling of each port in the first phase. It aims to optimize the allocation of port energy units with the goal of minimizing the economic cost of operating the gas-electric coupled energy system. The navigation planning model for the dynamic behavior of LNG vessels adopts: Where A = {(i,j)} represents the set of routes; c ij x represents the distance from port i to j, and e represents the unit distance transportation cost of LNG ships; ij The variable ζ(i) is a binary indicator variable, equal to 1 when an LNG carrier travels from port i to port j, and 0 otherwise; ζ(i) is the gas shortage penalty cost coefficient for each port; d(i) and r(i) represent the actual demand and actual reception volume of each port, respectively; δ + (i) represents the set of nodes reachable from point i, δ - (i) represents the set of nodes that can be directly reached from port i; V min V max These represent the upper and lower limits of the LNG carrier's speed; V is the LNG carrier's speed; τ i The service start time for port i; t ij τ represents the sailing time from port i to port j. j For the service start time of port j; [a i ,b i [] indicates the time window for port i to receive LNG; Indicates the upper and lower limits of LNG storage capacity at each port receiving terminal; LS i,0 The initial LNG storage capacity of the receiving terminal; r i This represents the actual amount of LNG received by each port, where D is the total amount ordered by each port from upstream large LNG receiving terminals. The port energy system coordination and scheduling model based on the dynamic behavior of LNG ships adopts: Among them, P t PV P t WT These represent the active power output of the port's photovoltaic and wind turbine units, respectively; N gt N dg These refer to the number of port gas turbine and diesel engine units, respectively. These are the outputs of the port gas turbine and the port diesel engine, respectively; ρ t Let P be the electricity price at time t of the upstream power grid. t grid Power purchased from the power grid; ξ represents the fuel cost coefficient for port gas turbines. 2,s ξ 1,s ξ 0,s P represents the fuel cost coefficient for port diesel generators. t L Port load size; LS t Indicates the LNG storage capacity at the receiving terminal at time t; η is the volume ratio of liquefied natural gas (LNG) to gaseous natural gas; F t γ represents the flow rate of natural gas consumed by the gas turbine unit at time t; 2,q γ 1,q γ 0,q This refers to the fuel consumption parameters of the gas turbine unit; P s dg,max P s dg,min The upper and lower limits of the output of the s-th diesel engine; The upper and lower limits of the output of the qth port gas turbine.

2. The port energy system coordination optimization method based on the dynamic behavior of LNG ships according to claim 1, characterized in that, Step S3 employs the following: After the navigation planning model of LNG ship dynamic behavior finds an initial relatively good solution using an adaptive neighborhood search algorithm, the branch and bound algorithm is then used to gradually approach the optimal solution.

3. The port energy system coordination optimization method based on the dynamic behavior of LNG ships according to claim 1, characterized in that, Step S3 involves converting the port energy system coordination and scheduling model based on the dynamic behavior of LNG ships into a linear programming problem using a piecewise linearization method, and then solving it using the high-efficiency commercial solver Cplex to finally obtain the optimized scheduling decision.

4. A port energy system coordination and optimization system based on the dynamic behavior of LNG ships, characterized in that, include: Module M1: Construct a navigation planning model for the dynamic behavior of LNG ships; Module M2: Constructing a coordinated scheduling model for port cluster energy systems based on the dynamic behavior of LNG vessels; Module M3: Based on the optimal solution of the navigation planning model of LNG ship dynamic behavior, solve the port cluster energy system coordination and scheduling model based on LNG ship dynamic behavior to obtain the optimized scheduling decision; The navigation planning model for the dynamic behavior of LNG vessels aims to minimize transportation and distribution costs and gas shortage rate, while taking into account the capacity and time window limitations of different types of LNG carriers, optimizing the scheduling of small LNG carrier clusters to ensure that each receiving station receives liquefied natural gas on time. The port energy system coordination and scheduling model based on the dynamic behavior of LNG ships is based on the results of the actual LNG delivery volume scheduling of each port in the first phase. It aims to optimize the allocation of port energy units with the goal of minimizing the economic cost of operating the gas-electric coupled energy system. The navigation planning model for the dynamic behavior of LNG vessels adopts: Where A = {(i,j)} represents the set of routes; c ij x represents the distance from port i to j, and e represents the unit distance transportation cost of LNG ships; ij The variable ζ(i) is a binary indicator variable, equal to 1 when an LNG carrier travels from port i to port j, and 0 otherwise; ζ(i) is the gas shortage penalty cost coefficient for each port; d(i) and r(i) represent the actual demand and actual reception volume of each port, respectively; δ + (i) represents the set of nodes reachable from point i, δ - (i) represents the set of nodes that can be directly reached from port i; V min V max These represent the upper and lower limits of the LNG carrier's speed; V is the LNG carrier's speed; τ i The service start time for port i; t ij τ represents the sailing time from port i to port j. j For the service start time of port j; [a i ,b i [] indicates the time window for port i to receive LNG; Indicates the upper and lower limits of LNG storage capacity at each port receiving terminal; LS i,0 The initial LNG storage capacity of the receiving terminal; r i This represents the actual amount of LNG received by each port, where D is the total amount ordered by each port from the upstream large LNG receiving terminal. The port energy system coordination and scheduling model based on the dynamic behavior of LNG ships adopts: Among them, P t PV P t WT These represent the active power output of the port's photovoltaic and wind turbine units, respectively; N gt N dg These refer to the number of port gas turbine and diesel engine units, respectively. These are the outputs of the port gas turbine and the port diesel engine, respectively; ρ t Let P be the electricity price at time t of the upstream power grid. t grid Power purchased from the power grid; ξ represents the fuel cost coefficient for port gas turbines. 2,s ξ 1,s ξ 0,s P represents the fuel cost coefficient for port diesel generators. t L Port load size; LS t Indicates the LNG storage capacity at the receiving terminal at time t; η is the volume ratio of liquefied natural gas (LNG) to gaseous natural gas; F t γ represents the flow rate of natural gas consumed by the gas turbine unit at time t; 2,q γ 1,q γ 0,q This refers to the fuel consumption parameters of the gas turbine unit; P s dg,max P s dg,min The upper and lower limits of the output of the s-th diesel engine; The upper and lower limits of the output of the qth port gas turbine.

5. The port energy system coordination and optimization system based on the dynamic behavior of LNG ships according to claim 4, characterized in that, The module M3 adopts the following: the navigation planning model for the dynamic behavior of LNG ships uses an adaptive neighborhood search algorithm to find an initial relatively good solution, and then uses a branch and bound algorithm to gradually approach the optimal solution.

6. The port energy system coordination and optimization system based on the dynamic behavior of LNG ships according to claim 4, characterized in that, The module M3 adopts the following approach: the port energy system coordination and scheduling model based on the dynamic behavior of LNG ships is transformed into a linear programming problem through a piecewise linearization method, and then solved using the high-efficiency commercial solver Cplex, ultimately obtaining the optimized scheduling decision.

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