Yangtze river basin ship carbon emission dynamic accounting method and system
By obtaining and analyzing various driving information of the ship, setting up dynamic accounting models, and calculating and monitoring the carbon emissions of the ship, the problem of difficult to achieve dynamic accounting and monitoring of carbon emissions in the existing technology is solved, and real-time monitoring and early warning of carbon emissions of ships in the Yangtze River Basin is achieved.
Patent Information
- Application Number
- CN202411727849.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-11-28
- Publication Date
- 2025-04-18
AI Technical Summary
It is difficult for the prior art to integrate multiple parameters during ship driving to realize dynamic accounting and monitoring of carbon emissions.
A dynamic accounting method for carbon emissions of ships in the Yangtze River Basin is proposed. By obtaining various driving information of ships, setting up dynamic accounting models, calculating cumulative carbon emission evaluation index, and storing and monitoring them in real time, issuing early warning information.
Real-time accounting and monitoring of carbon emissions of ships navigating in the Yangtze River Basin has been achieved, and pollution control efficiency has been improved.
Smart Images
Figure CN119849109A_ABST
Abstract
Description
Technical Field
[0001] The present invention belongs to the technical field of ship carbon emission monitoring, and more specifically, relates to a method and system for dynamically calculating carbon emissions of ships in the Yangtze River Basin. Background Art
[0002] Ship carbon emission monitoring technology is a field that is constantly developing as global environmental protection requirements and shipping industry carbon emission control targets are gradually increasing. In order to reduce the pollution of ships to the atmosphere, especially the emission of carbon dioxide (CO2), governments and international organizations have strengthened the monitoring and management of ship carbon emissions in recent years. The following is the current status and development trend of ship carbon emission monitoring technology:
[0003] 1. International regulations and standards
[0004] International Maritime Organization (IMO): IMO has introduced a series of international standards on ship emissions since 2013, the most important of which is the International Convention for the Control of Greenhouse Gas Emissions from Ships (MARPOL Annex VI). The convention requires ships to monitor and report greenhouse gas emissions and sets targets for the gradual reduction of greenhouse gas emissions from ships.
[0005] Energy Efficiency Index (EEXI) and Carbon Intensity Index (CII): Starting in 2023, IMO will also require all ships to comply with new energy efficiency standards and rate each ship’s carbon emissions based on the CII. These indicators monitor the energy efficiency and carbon intensity of ships to ensure that ships are able to reduce carbon emissions in accordance with set targets.
[0006] 2. Carbon emission monitoring technology
[0007] Fuel consumption monitoring: The most commonly used monitoring method is to estimate carbon emissions by recording the ship's fuel consumption data. Fuel consumption data can be recorded in real time through a fuel flow meter on the ship (such as an electronic fuel meter).
[0008] Exhaust emission monitoring: Sensors installed on ship chimneys and exhaust pipes can directly monitor the concentration of exhaust components such as carbon dioxide and nitrogen oxides (NOx). These data can help assess the ship's real-time carbon emission levels.
[0009] Remote sensing monitoring: In recent years, satellite remote sensing technology has gradually been applied to ship carbon emissions monitoring. By using the satellite's high-resolution imaging and spectral analysis technology, ship emissions can be remotely monitored, which has significant advantages in monitoring ships sailing in the ocean.
[0010] However, there is no technical solution in the prior art that can integrate multiple parameters during the ship's navigation process to automatically and intelligently perform dynamic accounting and monitoring of carbon emissions. Summary of the invention
[0011] In order to solve the above technical problems, the present invention proposes a dynamic accounting method for carbon emissions of ships in the Yangtze River Basin, comprising:
[0012] Obtaining the ship travel information of the ships in the Yangtze River Basin, wherein the ship travel information includes: the speed of the ship, the current load of the ship, the power of the ship engine, the rated power of the ship power system, the maximum load of the ship, the water flow velocity, the water depth, the wind speed and the relative humidity of the environment;
[0013] Setting up a dynamic calculation model for ship carbon emissions, and calculating the cumulative carbon emissions assessment index of the ship over a period of time based on the ship's driving information;
[0014] Obtain the minimum and maximum values of carbon emissions when the ship is sailing in the Yangtze River Basin, and set a carbon emission warning threshold, normalizing the minimum and maximum values of carbon emissions and the carbon emission warning threshold to the same magnitude as the cumulative carbon emissions assessment index, wherein the carbon emission warning threshold is between the minimum and maximum values of carbon emissions;
[0015] The cumulative carbon emission assessment index is stored in real time, and an alarm message is issued when the cumulative carbon emission assessment index exceeds the carbon emission warning threshold.
[0016] Furthermore, the ship carbon emissions dynamic accounting model includes:
[0017]
[0018] Wherein, E(t) is the cumulative carbon emission assessment index of the ship within time t, t0 is the integration start time, Φ(v(t′), L) is the ship fuel consumption assessment function with the ship speed v(t′) and the current ship load L as parameters at time t′, Ψ(P(t′), S) is the thermodynamic efficiency assessment function with the ship engine power P(t′) and the rated power S of the ship power system as parameters at time t′, Θ is the carbon emission factor expansion term, and Ξ(t′) is the dynamic feedback term at time t′, which is used to describe the dynamic response of the external environment to emissions.
[0019] Furthermore, the ship fuel consumption evaluation function Φ(v(t′), L) with the ship speed v(t′) and the ship deadweight L as parameters at time t′ includes:
[0020]
[0021] Among them, γ1 is the first adjustment factor of the ship fuel consumption evaluation function, n is the second adjustment factor of the ship fuel consumption evaluation function, γ2 is the third adjustment factor of the ship fuel consumption evaluation function, δ1 is the fourth adjustment factor of the ship fuel consumption evaluation function, H(t′) is the water depth at time t′, p is the fifth adjustment factor of the ship fuel consumption evaluation function, δ2 is the sixth adjustment factor of the ship fuel consumption evaluation function, U(t′) is the water flow velocity at time t′, m is the seventh adjustment factor of the ship fuel consumption evaluation function, γ3 is the eighth adjustment factor of the ship fuel consumption evaluation function, ε1 is the ninth adjustment factor of the ship fuel consumption evaluation function, W(t′) is the wind speed at time t′, ε2 is the tenth adjustment factor of the ship fuel consumption evaluation function, μ(t′) is the water flow turbulence coefficient at time t′, and μ(t′) is obtained through the turbulence model. is the initial wet surface area of the ship, α is the eleventh adjustment factor of the ship fuel consumption assessment function, L max is the maximum deadweight of the ship, and Q is the twelfth adjustment factor of the ship fuel consumption assessment function.
[0022] Furthermore, the thermodynamic efficiency evaluation function Ψ(P(t′), S) with the power P(t′) of the ship engine at time t′ and the rated power S of the ship power system as parameters includes:
[0023]
[0024] Wherein, ζ1 is the first adjustment factor of the thermodynamic efficiency evaluation function, ζ2 is the second adjustment factor of the thermodynamic efficiency evaluation function, k is the third adjustment factor of the thermodynamic efficiency evaluation function, ρ is the fourth adjustment factor of the thermodynamic efficiency evaluation function, η1 is the fifth adjustment factor of the thermodynamic efficiency evaluation function, v′ is the sixth adjustment factor of the thermodynamic efficiency evaluation function, H rel (t′) is the relative humidity of the environment at time t′, η2 is the seventh adjustment factor of the thermodynamic efficiency evaluation function, κ1 is the eighth adjustment factor of the thermodynamic efficiency evaluation function, T(t′) is the exhaust temperature of the ship at time t′, κ2 is the ninth adjustment factor of the thermodynamic efficiency evaluation function, C(t′) is the exhaust emission concentration of the ship at time t′, and u is the tenth adjustment factor of the thermodynamic efficiency evaluation function.
[0025] Furthermore, the carbon emission factor expansion term Θ includes:
[0026]
[0027] Among them, ξ1 is the first adjustment factor of the carbon emission factor expansion item, q is the second adjustment factor of the carbon emission factor expansion item, ξ2 is the third adjustment factor of the carbon emission factor expansion item, ζ1 is the fourth adjustment factor of the carbon emission factor expansion item, ζ2 is the fifth adjustment factor of the carbon emission factor expansion item, and ζ3 is the sixth adjustment factor of the carbon emission factor expansion item.
[0028] Furthermore, the dynamic feedback term Ξ(t′) at time t′ includes:
[0029]
[0030] Wherein, θ1 is a first adjustment factor of the dynamic feedback term, and θ2 is a second adjustment factor of the dynamic feedback term.
[0031] The present invention also proposes a dynamic accounting system for carbon emissions from ships in the Yangtze River Basin, comprising:
[0032] An information acquisition module is used to acquire the ship driving information of ships in the Yangtze River Basin, wherein the ship driving information includes: the speed of the ship, the current load of the ship, the power of the ship engine, the rated power of the ship power system, the maximum load of the ship, the water flow velocity, the water depth, the wind speed and the relative humidity of the environment;
[0033] A model module is set up to set up a dynamic accounting model for ship carbon emissions, and to calculate the cumulative carbon emissions assessment index of the ship over a period of time according to the ship's driving information;
[0034] A normalization module is used to obtain the minimum and maximum values of carbon emissions when the ship is sailing in the Yangtze River Basin, and to set a carbon emission warning threshold, normalizing the minimum and maximum values of carbon emissions and the carbon emission warning threshold to the same magnitude as the cumulative carbon emission assessment index, wherein the carbon emission warning threshold is between the minimum and maximum values of carbon emissions;
[0035] The alarm module is used to store the cumulative carbon emission assessment index in real time, and issue an alarm message when the cumulative carbon emission assessment index exceeds the carbon emission warning threshold.
[0036] Furthermore, the ship carbon emissions dynamic accounting model includes:
[0037]
[0038] Wherein, E(t) is the cumulative carbon emission assessment index of the ship within time t, t0 is the integration start time, Φ(v(t′), L) is the ship fuel consumption assessment function with the ship speed v(t′) and the current ship load L as parameters at time t′, Ψ(P(t′), S) is the thermodynamic efficiency assessment function with the ship engine power P(t′) and the rated power S of the ship power system as parameters at time t′, Θ is the carbon emission factor expansion term, and Ξ(t′) is the dynamic feedback term at time t′, which is used to describe the dynamic response of the external environment to emissions.
[0039] Furthermore, the ship fuel consumption evaluation function Φ(v(t′), L) with the ship speed v(t′) and the ship deadweight L as parameters at time t′ includes:
[0040]
[0041] Among them, γ1 is the first adjustment factor of the ship fuel consumption evaluation function, n is the second adjustment factor of the ship fuel consumption evaluation function, γ2 is the third adjustment factor of the ship fuel consumption evaluation function, δ1 is the fourth adjustment factor of the ship fuel consumption evaluation function, H(t′) is the water depth at time t′, p is the fifth adjustment factor of the ship fuel consumption evaluation function, δ2 is the sixth adjustment factor of the ship fuel consumption evaluation function, U(t′) is the water flow velocity at time t′, m is the seventh adjustment factor of the ship fuel consumption evaluation function, γ3 is the eighth adjustment factor of the ship fuel consumption evaluation function, ε1 is the ninth adjustment factor of the ship fuel consumption evaluation function, W(t′) is the wind speed at time t′, ε2 is the tenth adjustment factor of the ship fuel consumption evaluation function, μ(t′) is the water flow turbulence coefficient at time t′, and μ(t′) is obtained through the turbulence model. is the initial wet surface area of the ship, α is the eleventh adjustment factor of the ship fuel consumption assessment function, L max is the maximum deadweight of the ship, and Q is the twelfth adjustment factor of the ship fuel consumption assessment function.
[0042] Furthermore, the thermodynamic efficiency evaluation function Ψ(P(t′), S) with the power P(t′) of the ship engine at time t′ and the rated power S of the ship power system as parameters includes:
[0043]
[0044] Wherein, ζ1 is the first adjustment factor of the thermodynamic efficiency evaluation function, ζ2 is the second adjustment factor of the thermodynamic efficiency evaluation function, k is the third adjustment factor of the thermodynamic efficiency evaluation function, ρ is the fourth adjustment factor of the thermodynamic efficiency evaluation function, η1 is the fifth adjustment factor of the thermodynamic efficiency evaluation function, v′ is the sixth adjustment factor of the thermodynamic efficiency evaluation function, H rel(t′) is the relative humidity of the environment at time t′, η2 is the seventh adjustment factor of the thermodynamic efficiency evaluation function, κ1 is the eighth adjustment factor of the thermodynamic efficiency evaluation function, T(t′) is the exhaust temperature of the ship at time t′, κ2 is the ninth adjustment factor of the thermodynamic efficiency evaluation function, C(t′) is the exhaust emission concentration of the ship at time t′, and u is the tenth adjustment factor of the thermodynamic efficiency evaluation function.
[0045] In general, the above technical solution conceived by the present invention has the following beneficial effects compared with the prior art:
[0046] Through the above technical scheme, the present invention can carry out real-time accounting and monitoring of carbon emissions of ships sailing in the Yangtze River Basin, so as to grasp the pollution situation and improve the efficiency of pollution control. BRIEF DESCRIPTION OF THE DRAWINGS
[0047] Figure 1 is a flow chart of the method of embodiment 1 of the present invention;
[0048] Figure 2 It is a system structure diagram of embodiment 2 of the present invention. DETAILED DESCRIPTION
[0049] In order to better understand the above technical solution, the above technical solution will be described in detail below in conjunction with the accompanying drawings and specific implementation methods.
[0050] The method provided by the present invention can be implemented in the following terminal environment, and the terminal may include one or more of the following components: a processor, a storage medium, and a display screen. The storage medium stores at least one instruction, and the instruction is loaded and executed by the processor to implement the method described in the following embodiment.
[0051] The processor may include one or more processing cores. The processor uses various interfaces and lines to connect various parts of the entire terminal, and executes various functions of the terminal and processes data by running or executing instructions, programs, code sets or instruction sets stored in the storage medium, and calling data stored in the storage medium.
[0052] The storage medium may include a random access memory (RAM) or a read-only memory (ROM). The storage medium may be used to store instructions, programs, codes, code sets or instructions.
[0053] The display screen is used to display the user interface of each application.
[0054] In addition, those skilled in the art can understand that the structure of the above terminal does not constitute a limitation on the terminal, and the terminal may include more or fewer components, or combine certain components, or arrange the components differently. For example, the terminal also includes components such as a radio frequency circuit, an input unit, a sensor, an audio circuit, and a power supply, which will not be described in detail here.
[0055] Example 1
[0056] like Figure 1 As shown, the embodiment of the present invention proposes a dynamic accounting method for carbon emissions of ships in the Yangtze River Basin, including:
[0057] Step 101, obtaining the ship driving information of the ships in the Yangtze River Basin, wherein the ship driving information includes: the speed of the ship, the current deadweight of the ship, the power of the ship engine, the rated power of the ship power system, the maximum deadweight of the ship, the water flow velocity, the water depth, the wind speed and the relative humidity of the environment;
[0058] Step 102, setting a dynamic calculation model for ship carbon emissions, and calculating a cumulative carbon emissions assessment index of the ship over a period of time according to the ship driving information;
[0059] Specifically, the ship carbon emissions dynamic accounting model includes:
[0060]
[0061] Wherein, E(t) is the cumulative carbon emission assessment index of the ship within time t, t0 is the integration start time, Φ(v(t′), L) is the ship fuel consumption assessment function with the ship speed v(t′) and the current ship load L as parameters at time t′, Ψ(P(t′), S) is the thermodynamic efficiency assessment function with the ship engine power P(t′) and the rated power S of the ship power system as parameters at time t′, Θ is the carbon emission factor expansion term, and Ξ(t′) is the dynamic feedback term at time t′, which is used to describe the dynamic response of the external environment to emissions.
[0062] Specifically, the ship fuel consumption evaluation function Φ(v(t′), L) with the ship speed v(t′) and the ship deadweight L as parameters at time t′ includes:
[0063]
[0064] Among them, γ1 is the first adjustment factor of the ship fuel consumption evaluation function, n is the second adjustment factor of the ship fuel consumption evaluation function, γ2 is the third adjustment factor of the ship fuel consumption evaluation function, δ1 is the fourth adjustment factor of the ship fuel consumption evaluation function, H(t′) is the water depth at time t′, p is the fifth adjustment factor of the ship fuel consumption evaluation function, δ2 is the sixth adjustment factor of the ship fuel consumption evaluation function, U(t′) is the water flow velocity at time t′, m is the seventh adjustment factor of the ship fuel consumption evaluation function, γ3 is the eighth adjustment factor of the ship fuel consumption evaluation function, ε1 is the ninth adjustment factor of the ship fuel consumption evaluation function, W(t′) is the wind speed at time t′, ε2 is the tenth adjustment factor of the ship fuel consumption evaluation function, μ(t′) is the water flow turbulence coefficient at time t′, and μ(t′) is obtained through the turbulence model. is the initial wet surface area of the ship, α is the eleventh adjustment factor of the ship fuel consumption assessment function, L max is the maximum deadweight of the ship, and Q is the twelfth adjustment factor of the ship fuel consumption assessment function.
[0065] Specifically, the thermodynamic efficiency evaluation function Ψ(P(t′), S) with the power P(t′) of the ship engine at time t′ and the rated power S of the ship power system as parameters includes:
[0066]
[0067] Wherein, ζ1 is the first adjustment factor of the thermodynamic efficiency evaluation function, ζ2 is the second adjustment factor of the thermodynamic efficiency evaluation function, k is the third adjustment factor of the thermodynamic efficiency evaluation function, ρ is the fourth adjustment factor of the thermodynamic efficiency evaluation function, η1 is the fifth adjustment factor of the thermodynamic efficiency evaluation function, v′ is the sixth adjustment factor of the thermodynamic efficiency evaluation function, H rel (t′) is the relative humidity of the environment at time t′, η2 is the seventh adjustment factor of the thermodynamic efficiency evaluation function, κ1 is the eighth adjustment factor of the thermodynamic efficiency evaluation function, T(t′) is the exhaust temperature of the ship at time t′, κ2 is the ninth adjustment factor of the thermodynamic efficiency evaluation function, C(t′) is the exhaust emission concentration of the ship at time t′, and u is the tenth adjustment factor of the thermodynamic efficiency evaluation function.
[0068] Specifically, the carbon emission factor expansion term Θ includes:
[0069]
[0070] Among them, ξ1 is the first adjustment factor of the carbon emission factor expansion item, q is the second adjustment factor of the carbon emission factor expansion item, ξ2 is the third adjustment factor of the carbon emission factor expansion item, ζ1 is the fourth adjustment factor of the carbon emission factor expansion item, ζ2 is the fifth adjustment factor of the carbon emission factor expansion item, and ζ3 is the sixth adjustment factor of the carbon emission factor expansion item.
[0071] Specifically, the dynamic feedback term Ξ(t′) at time t′ includes:
[0072]
[0073] Wherein, θ1 is a first adjustment factor of the dynamic feedback term, and θ2 is a second adjustment factor of the dynamic feedback term.
[0074] Step 103, obtaining the minimum and maximum values of carbon emissions when the ship is sailing in the Yangtze River Basin, and setting a carbon emission warning threshold, normalizing the minimum and maximum values of carbon emissions and the carbon emission warning threshold to the same magnitude as the cumulative carbon emissions assessment index, wherein the carbon emission warning threshold is between the minimum and maximum values of carbon emissions;
[0075] Step 104, storing the cumulative carbon emission assessment index in real time, and issuing an alarm message when the cumulative carbon emission assessment index exceeds the carbon emission warning threshold.
[0076] Example 2
[0077] like Figure 2 As shown, the embodiment of the present invention also provides a dynamic accounting system for carbon emissions of ships in the Yangtze River Basin, including:
[0078] An information acquisition module is used to acquire the ship driving information of ships in the Yangtze River Basin, wherein the ship driving information includes: the speed of the ship, the current load of the ship, the power of the ship engine, the rated power of the ship power system, the maximum load of the ship, the water flow velocity, the water depth, the wind speed and the relative humidity of the environment;
[0079] A model module is set up to set up a dynamic accounting model for ship carbon emissions, and to calculate the cumulative carbon emissions assessment index of the ship over a period of time according to the ship's driving information;
[0080] Specifically, the ship carbon emissions dynamic accounting model includes:
[0081]
[0082] Wherein, E(t) is the cumulative carbon emission assessment index of the ship within time t, t0 is the integration start time, Φ(v(t′), L) is the ship fuel consumption assessment function with the ship speed v(t′) and the current ship load L as parameters at time t′, Ψ(P(t′), S) is the thermodynamic efficiency assessment function with the ship engine power P(t′) and the rated power S of the ship power system as parameters at time t′, Θ is the carbon emission factor expansion term, and Ξ(t′) is the dynamic feedback term at time t′, which is used to describe the dynamic response of the external environment to emissions.
[0083] Specifically, the ship fuel consumption evaluation function Φ(v(t′), L) with the ship speed v(t′) and the ship deadweight L as parameters at time t′ includes:
[0084]
[0085] Among them, γ1 is the first adjustment factor of the ship fuel consumption evaluation function, n is the second adjustment factor of the ship fuel consumption evaluation function, γ2 is the third adjustment factor of the ship fuel consumption evaluation function, δ1 is the fourth adjustment factor of the ship fuel consumption evaluation function, H(t′) is the water depth at time t′, p is the fifth adjustment factor of the ship fuel consumption evaluation function, δ2 is the sixth adjustment factor of the ship fuel consumption evaluation function, U(t′) is the water flow velocity at time t′, m is the seventh adjustment factor of the ship fuel consumption evaluation function, γ3 is the eighth adjustment factor of the ship fuel consumption evaluation function, ε1 is the ninth adjustment factor of the ship fuel consumption evaluation function, W(t′) is the wind speed at time t′, ε2 is the tenth adjustment factor of the ship fuel consumption evaluation function, μ(t′) is the water flow turbulence coefficient at time t′, and μ(t′) is obtained through the turbulence model. is the initial wet surface area of the ship, α is the eleventh adjustment factor of the ship fuel consumption assessment function, L max is the maximum deadweight of the ship, and Q is the twelfth adjustment factor of the ship fuel consumption assessment function.
[0086] Specifically, the thermodynamic efficiency evaluation function Ψ(P(t′), S) with the power P(t′) of the ship engine at time t′ and the rated power S of the ship power system as parameters includes:
[0087]
[0088] Wherein, ζ1 is the first adjustment factor of the thermodynamic efficiency evaluation function, ζ2 is the second adjustment factor of the thermodynamic efficiency evaluation function, k is the third adjustment factor of the thermodynamic efficiency evaluation function, ρ is the fourth adjustment factor of the thermodynamic efficiency evaluation function, η1 is the fifth adjustment factor of the thermodynamic efficiency evaluation function, v′ is the sixth adjustment factor of the thermodynamic efficiency evaluation function, H rel(t′) is the relative humidity of the environment at time t′, η2 is the seventh adjustment factor of the thermodynamic efficiency evaluation function, κ1 is the eighth adjustment factor of the thermodynamic efficiency evaluation function, T(t′) is the exhaust temperature of the ship at time t′, κ2 is the ninth adjustment factor of the thermodynamic efficiency evaluation function, C(t′) is the exhaust emission concentration of the ship at time t′, and u is the tenth adjustment factor of the thermodynamic efficiency evaluation function.
[0089] Specifically, the carbon emission factor expansion term Θ includes:
[0090]
[0091] Among them, ξ1 is the first adjustment factor of the carbon emission factor expansion item, q is the second adjustment factor of the carbon emission factor expansion item, ξ2 is the third adjustment factor of the carbon emission factor expansion item, ζ1 is the fourth adjustment factor of the carbon emission factor expansion item, ζ2 is the fifth adjustment factor of the carbon emission factor expansion item, and ζ3 is the sixth adjustment factor of the carbon emission factor expansion item.
[0092] Specifically, the dynamic feedback term Ξ(t′) at time t′ includes:
[0093]
[0094] Wherein, θ1 is a first adjustment factor of the dynamic feedback term, and θ2 is a second adjustment factor of the dynamic feedback term.
[0095] A normalization module is used to obtain the minimum and maximum values of carbon emissions when the ship is sailing in the Yangtze River Basin, and to set a carbon emission warning threshold, normalizing the minimum and maximum values of carbon emissions and the carbon emission warning threshold to the same magnitude as the cumulative carbon emission assessment index, wherein the carbon emission warning threshold is between the minimum and maximum values of carbon emissions;
[0096] The alarm module is used to store the cumulative carbon emission assessment index in real time, and issue an alarm message when the cumulative carbon emission assessment index exceeds the carbon emission warning threshold.
[0097] Example 3
[0098] An embodiment of the present invention further proposes a storage medium storing a plurality of instructions, wherein the instructions are used to implement a method for dynamically calculating carbon emissions from ships in the Yangtze River Basin.
[0099] Optionally, in this embodiment, the above storage medium may be located in any computer terminal in a computer terminal group in a computer network, or in any mobile terminal in a mobile terminal group.
[0100] Optionally, in this embodiment, the storage medium is configured to store program codes for executing the following steps: Step 101, obtaining ship travel information of ships in the Yangtze River Basin, wherein the ship travel information includes: ship speed, current ship load, ship engine power, rated power of ship power system, maximum ship load, water flow velocity, water depth, wind speed and ambient relative humidity;
[0101] Step 102, setting a dynamic calculation model for ship carbon emissions, and calculating a cumulative carbon emissions assessment index of the ship over a period of time according to the ship driving information;
[0102] Specifically, the ship carbon emissions dynamic accounting model includes:
[0103]
[0104] Wherein, E(t) is the cumulative carbon emission assessment index of the ship within time t, t0 is the integration start time, Φ(v(t′), L) is the ship fuel consumption assessment function with the ship speed v(t′) and the current ship load L as parameters at time t′, Ψ(P(t′), S) is the thermodynamic efficiency assessment function with the ship engine power P(t′) and the rated power S of the ship power system as parameters at time t′, Θ is the carbon emission factor expansion term, and Ξ(t′) is the dynamic feedback term at time t′, which is used to describe the dynamic response of the external environment to emissions.
[0105] Specifically, the ship fuel consumption evaluation function Φ(v(t′), L) with the ship speed v(t′) and the ship deadweight L as parameters at time t′ includes:
[0106]
[0107] Among them, γ1 is the first adjustment factor of the ship fuel consumption evaluation function, n is the second adjustment factor of the ship fuel consumption evaluation function, γ2 is the third adjustment factor of the ship fuel consumption evaluation function, δ1 is the fourth adjustment factor of the ship fuel consumption evaluation function, H(t′) is the water depth at time t′, p is the fifth adjustment factor of the ship fuel consumption evaluation function, δ2 is the sixth adjustment factor of the ship fuel consumption evaluation function, U(t′) is the water flow velocity at time t′, m is the seventh adjustment factor of the ship fuel consumption evaluation function, γ3 is the eighth adjustment factor of the ship fuel consumption evaluation function, ε1 is the ninth adjustment factor of the ship fuel consumption evaluation function, W(t′) is the wind speed at time t′, ε2 is the tenth adjustment factor of the ship fuel consumption evaluation function, μ(t′) is the water flow turbulence coefficient at time t′, and μ(t′) is obtained through the turbulence model. is the initial wet surface area of the ship, α is the eleventh adjustment factor of the ship fuel consumption assessment function, L maxis the maximum deadweight of the ship, and Q is the twelfth adjustment factor of the ship fuel consumption assessment function.
[0108] Specifically, the thermodynamic efficiency evaluation function Ψ(P(t′), S) with the power P(t′) of the ship engine at time t′ and the rated power S of the ship power system as parameters includes:
[0109]
[0110] Wherein, ζ1 is the first adjustment factor of the thermodynamic efficiency evaluation function, ζ2 is the second adjustment factor of the thermodynamic efficiency evaluation function, k is the third adjustment factor of the thermodynamic efficiency evaluation function, ρ is the fourth adjustment factor of the thermodynamic efficiency evaluation function, η1 is the fifth adjustment factor of the thermodynamic efficiency evaluation function, v′ is the sixth adjustment factor of the thermodynamic efficiency evaluation function, H rel (t′) is the relative humidity of the environment at time t′, η2 is the seventh adjustment factor of the thermodynamic efficiency evaluation function, κ1 is the eighth adjustment factor of the thermodynamic efficiency evaluation function, T(t′) is the exhaust temperature of the ship at time t′, κ2 is the ninth adjustment factor of the thermodynamic efficiency evaluation function, C(t′) is the exhaust emission concentration of the ship at time t′, and u is the tenth adjustment factor of the thermodynamic efficiency evaluation function.
[0111] Specifically, the carbon emission factor expansion term Θ includes:
[0112]
[0113] Among them, ξ1 is the first adjustment factor of the carbon emission factor expansion item, q is the second adjustment factor of the carbon emission factor expansion item, ξ2 is the third adjustment factor of the carbon emission factor expansion item, ζ1 is the fourth adjustment factor of the carbon emission factor expansion item, ζ2 is the fifth adjustment factor of the carbon emission factor expansion item, and ζ3 is the sixth adjustment factor of the carbon emission factor expansion item.
[0114] Specifically, the dynamic feedback term Ξ(t′) at time t′ includes:
[0115]
[0116] Wherein, θ1 is a first adjustment factor of the dynamic feedback term, and θ2 is a second adjustment factor of the dynamic feedback term.
[0117] Step 103, obtaining the minimum and maximum values of carbon emissions when the ship is sailing in the Yangtze River Basin, and setting a carbon emission warning threshold, normalizing the minimum and maximum values of carbon emissions and the carbon emission warning threshold to the same magnitude as the cumulative carbon emissions assessment index, wherein the carbon emission warning threshold is between the minimum and maximum values of carbon emissions;
[0118] Step 104, storing the cumulative carbon emission assessment index in real time, and issuing an alarm message when the cumulative carbon emission assessment index exceeds the carbon emission warning threshold.
[0119] Example 4
[0120] An embodiment of the present invention also proposes an electronic device, including a processor and a storage medium connected to the processor, wherein the storage medium stores a plurality of instructions, and the instructions can be loaded and executed by the processor so that the processor can execute the method for dynamic calculation of carbon emissions from ships in the Yangtze River Basin.
[0121] Specifically, the electronic device of this embodiment may be a computer terminal, and the computer terminal may include: one or more processors, and a storage medium.
[0122] Among them, the storage medium can be used to store software programs and modules, such as a dynamic accounting method for carbon emissions of ships in the Yangtze River Basin in an embodiment of the present invention, and corresponding program instructions / modules. The processor executes various functional applications and data processing by running the software programs and modules stored in the storage medium, that is, realizing the above-mentioned dynamic accounting method for carbon emissions of ships in the Yangtze River Basin. The storage medium may include high-speed random storage media, and may also include non-volatile storage media, such as one or more magnetic storage systems, flash memory, or other non-volatile solid-state storage media. In some instances, the storage medium may further include storage media remotely arranged relative to the processor, and these remote storage media may be connected to the terminal via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.
[0123] The processor can call the information and application programs stored in the storage medium through the transmission system to execute a dynamic accounting method for carbon emissions of ships in the Yangtze River Basin.
[0124] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.
[0125] In the above embodiments of the present invention, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.
[0126] In the several embodiments provided by the present invention, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the system embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.
[0127] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
[0128] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.
[0129] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, server or network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only storage medium (ROM, Read-Only Memory), random access storage medium (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk and other media that can store program codes.
[0130] Obviously, the above embodiments are merely examples for the purpose of clear explanation, and are not intended to limit the implementation methods. For those skilled in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to list all the implementation methods here. The obvious changes or modifications derived therefrom are still within the scope of protection of the invention.
Claims
1. A dynamic accounting method for carbon emissions from ships in the Yangtze River Basin, characterized in that: include: Obtaining the ship travel information of the ships in the Yangtze River Basin, wherein the ship travel information includes: the speed of the ship, the current load of the ship, the power of the ship engine, the rated power of the ship power system, the maximum load of the ship, the water flow velocity, the water depth, the wind speed and the relative humidity of the environment; Setting up a dynamic calculation model for ship carbon emissions, and calculating the cumulative carbon emissions assessment index of the ship over a period of time based on the ship's driving information; Obtain the minimum and maximum values of carbon emissions when the ship is sailing in the Yangtze River Basin, and set a carbon emission warning threshold, normalizing the minimum and maximum values of carbon emissions and the carbon emission warning threshold to the same magnitude as the cumulative carbon emissions assessment index, wherein the carbon emission warning threshold is between the minimum and maximum values of carbon emissions; The cumulative carbon emission assessment index is stored in real time, and an alarm message is issued when the cumulative carbon emission assessment index exceeds the carbon emission warning threshold.
2. A dynamic calculation method for carbon emissions from ships in the Yangtze River Basin as claimed in claim 1, characterized in that: The dynamic accounting model for ship carbon emissions includes: Wherein, E(t) is the cumulative carbon emission assessment index of the ship within time t, t0 is the integration start time, Φ(v(t′), L) is the ship fuel consumption assessment function with the ship speed v(t′) and the current ship load L as parameters at time t′, Ψ(P(t′), S) is the thermodynamic efficiency assessment function with the ship engine power P(t′) and the rated power S of the ship power system as parameters at time t′, Θ is the carbon emission factor expansion term, and Ξ(t′) is the dynamic feedback term at time t′, which is used to describe the dynamic response of the external environment to emissions.
3. A dynamic calculation method for carbon emissions from ships in the Yangtze River Basin as claimed in claim 2, characterized in that: The ship fuel consumption evaluation function Φ(v(t′), L) with the ship speed v(t′) and the ship deadweight L as parameters at time t′ includes: Among them, γ1 is the first adjustment factor of the ship fuel consumption evaluation function, n is the second adjustment factor of the ship fuel consumption evaluation function, γ2 is the third adjustment factor of the ship fuel consumption evaluation function, δ1 is the fourth adjustment factor of the ship fuel consumption evaluation function, H(t′) is the water depth at time t′, p is the fifth adjustment factor of the ship fuel consumption evaluation function, δ2 is the sixth adjustment factor of the ship fuel consumption evaluation function, U(t′) is the water flow velocity at time t′, m is the seventh adjustment factor of the ship fuel consumption evaluation function, γ3 is the eighth adjustment factor of the ship fuel consumption evaluation function, ε1 is the ninth adjustment factor of the ship fuel consumption evaluation function, W(t′) is the wind speed at time t′, ε2 is the tenth adjustment factor of the ship fuel consumption evaluation function, μ(t′) is the water flow turbulence coefficient at time t′, and μ(t′) is obtained through the turbulence model. is the initial wet surface area of the ship, α is the eleventh adjustment factor of the ship fuel consumption assessment function, L max is the maximum deadweight of the ship, and Q is the twelfth adjustment factor of the ship fuel consumption assessment function.
4. A dynamic calculation method for carbon emissions from ships in the Yangtze River Basin as claimed in claim 3, characterized in that: The thermodynamic efficiency evaluation function Ψ(P(t′), S) with the power P(t′) of the ship engine at time t′ and the rated power S of the ship power system as parameters includes: Wherein, ζ1 is the first adjustment factor of the thermodynamic efficiency evaluation function, ζ2 is the second adjustment factor of the thermodynamic efficiency evaluation function, k is the third adjustment factor of the thermodynamic efficiency evaluation function, ρ is the fourth adjustment factor of the thermodynamic efficiency evaluation function, η1 is the fifth adjustment factor of the thermodynamic efficiency evaluation function, v′ is the sixth adjustment factor of the thermodynamic efficiency evaluation function, H rel (t′) is the relative humidity of the environment at time t′, η2 is the seventh adjustment factor of the thermodynamic efficiency evaluation function, κ1 is the eighth adjustment factor of the thermodynamic efficiency evaluation function, T(t′) is the exhaust temperature of the ship at time t′, κ2 is the ninth adjustment factor of the thermodynamic efficiency evaluation function, C(t′) is the exhaust emission concentration of the ship at time t′, and u is the tenth adjustment factor of the thermodynamic efficiency evaluation function.
5. A dynamic calculation method for carbon emissions from ships in the Yangtze River Basin as claimed in claim 4, characterized in that: The carbon emission factor expansion term Θ includes: Among them, ξ1 is the first adjustment factor of the carbon emission factor expansion item, q is the second adjustment factor of the carbon emission factor expansion item, ξ2 is the third adjustment factor of the carbon emission factor expansion item, ζ1 is the fourth adjustment factor of the carbon emission factor expansion item, ζ2 is the fifth adjustment factor of the carbon emission factor expansion item, and ζ3 is the sixth adjustment factor of the carbon emission factor expansion item.
6. A dynamic calculation method for carbon emissions from ships in the Yangtze River Basin as claimed in claim 5, characterized in that: The dynamic feedback term Ξ(t′) at time t′ includes: Wherein, θ1 is a first adjustment factor of the dynamic feedback term, and θ2 is a second adjustment factor of the dynamic feedback term.
7. A dynamic accounting system for carbon emissions from ships in the Yangtze River Basin, characterized in that: include: An information acquisition module is used to acquire the ship driving information of ships in the Yangtze River Basin, wherein the ship driving information includes: the speed of the ship, the current load of the ship, the power of the ship engine, the rated power of the ship power system, the maximum load of the ship, the water flow velocity, the water depth, the wind speed and the relative humidity of the environment; A model module is set up to set up a dynamic accounting model for ship carbon emissions, and to calculate the cumulative carbon emissions assessment index of the ship over a period of time according to the ship's driving information; A normalization module is used to obtain the minimum and maximum values of carbon emissions when the ship is sailing in the Yangtze River Basin, and to set a carbon emission warning threshold, normalizing the minimum and maximum values of carbon emissions and the carbon emission warning threshold to the same magnitude as the cumulative carbon emission assessment index, wherein the carbon emission warning threshold is between the minimum and maximum values of carbon emissions; The alarm module is used to store the cumulative carbon emission assessment index in real time, and issue an alarm message when the cumulative carbon emission assessment index exceeds the carbon emission warning threshold.
8. A dynamic accounting system for carbon emissions from ships in the Yangtze River Basin as claimed in claim 7, characterized in that: The dynamic accounting model for ship carbon emissions includes: Wherein, E(t) is the cumulative carbon emission assessment index of the ship within time t, t0 is the integration start time, Φ(v(t′), L) is the ship fuel consumption assessment function with the ship speed v(t′) and the current ship load L as parameters at time t′, Ψ(P(t′), S) is the thermodynamic efficiency assessment function with the ship engine power P(t′) and the rated power S of the ship power system as parameters at time t′, Θ is the carbon emission factor expansion term, and Ξ(t′) is the dynamic feedback term at time t′, which is used to describe the dynamic response of the external environment to emissions.
9. A dynamic accounting system for carbon emissions from ships in the Yangtze River Basin as claimed in claim 8, characterized in that: The ship fuel consumption evaluation function φ(v(t′), L) with the ship speed v(t′) and the ship deadweight L as parameters at time t′ includes: Among them, γ1 is the first adjustment factor of the ship fuel consumption evaluation function, n is the second adjustment factor of the ship fuel consumption evaluation function, γ2 is the third adjustment factor of the ship fuel consumption evaluation function, δ1 is the fourth adjustment factor of the ship fuel consumption evaluation function, H(t′) is the water depth at time t′, p is the fifth adjustment factor of the ship fuel consumption evaluation function, δ2 is the sixth adjustment factor of the ship fuel consumption evaluation function, U(t′) is the water flow velocity at time t′, m is the seventh adjustment factor of the ship fuel consumption evaluation function, γ3 is the eighth adjustment factor of the ship fuel consumption evaluation function, ε1 is the ninth adjustment factor of the ship fuel consumption evaluation function, W(t′) is the wind speed at time t′, ε2 is the tenth adjustment factor of the ship fuel consumption evaluation function, μ(t′) is the water flow turbulence coefficient at time t′, and μ(t′) is obtained through the turbulence model. is the initial wet surface area of the ship, α is the eleventh adjustment factor of the ship fuel consumption assessment function, L max is the maximum deadweight of the ship, and Q is the twelfth adjustment factor of the ship fuel consumption assessment function.
10. A dynamic accounting system for carbon emissions from ships in the Yangtze River Basin as claimed in claim 9, characterized in that: The thermodynamic efficiency evaluation function Ψ(P(t′), S) with the power P(t′) of the ship engine at time t′ and the rated power S of the ship power system as parameters includes: Wherein, ζ1 is the first adjustment factor of the thermodynamic efficiency evaluation function, ζ2 is the second adjustment factor of the thermodynamic efficiency evaluation function, k is the third adjustment factor of the thermodynamic efficiency evaluation function, ρ is the fourth adjustment factor of the thermodynamic efficiency evaluation function, η1 is the fifth adjustment factor of the thermodynamic efficiency evaluation function, v′ is the sixth adjustment factor of the thermodynamic efficiency evaluation function, H rel (t′) is the relative humidity of the environment at time t′, η2 is the seventh adjustment factor of the thermodynamic efficiency evaluation function, κ1 is the eighth adjustment factor of the thermodynamic efficiency evaluation function, T(t′) is the exhaust temperature of the ship at time t′, κ2 is the ninth adjustment factor of the thermodynamic efficiency evaluation function, C(t′) is the exhaust emission concentration of the ship at time t′, and u is the tenth adjustment factor of the thermodynamic efficiency evaluation function.