Method and device for optimizing shore power carbon emission for port multi berth, equipment and medium

Abstract

This application discloses a method, apparatus, equipment, and medium for optimizing carbon emissions from shore power systems at multiple berths in a port, specifically relating to the field of carbon emission optimization technology. The method includes: synchronously acquiring electrical characteristic data of the input and output sides of frequency converters at each berth using high frequency; determining the dynamic efficiency of each frequency converter based on its actual switching cycle, and determining the total harmonic active power loss at the common bus based on harmonic current; constructing a carbon emission optimization model based on the dynamic efficiency of each frequency converter and the total harmonic active power loss; and iteratively analyzing the carbon emission optimization model using a distributed gradient projection method to determine the allocated power of each berth frequency converter, thereby enabling carbon emission accounting to be based on actual input power and improving the accuracy and reliability of carbon emission optimization in shore power systems.

Description

Technical Field

[0001] This disclosure generally relates to the field of carbon emission optimization technology, and specifically to a method, apparatus, equipment and medium for optimizing carbon emissions from shore power for multiple berths in a port. Background Technology

[0002] Shore power, a term published in 1996 in the field of marine science and technology, refers to the method of supplying electricity to ships while they are berthed, replacing diesel generators with access to the land-based power grid. This includes both high-voltage and low-voltage shore power systems. Driven by the global green transformation of ports and the "dual carbon" goal, shore power technology, with its advantages of "replacing oil with electricity" and reducing pollution emissions from ships berthing, has become a core technological path for energy conservation and emission reduction in ports. Transmitting electricity from the land-based power grid to ships to replace diesel generators not only significantly reduces emissions of pollutants such as sulfur oxides and nitrogen oxides but also reduces port noise pollution, offering significant environmental and social benefits and serving as a key measure for achieving sustainable port development.

[0003] Shore power systems commonly employ AC-DC-AC inverters to adapt to different ship types and load characteristics. However, their efficiency is not constant. Under light loads (≤30% of rated load) and dynamic load variations, the switching losses and magnetic component losses in the rectifier / inverter stages exhibit strong nonlinearity. In actual calculations, efficiency is usually assumed to be constant. Alternatively, when multiple berths simultaneously supply power to different ships, the characteristic harmonics generated by each inverter will superimpose at a common coupling point, resulting in harmonic amplification or resonance, leading to additional active power losses. These additional losses are typically ignored or simplified as constants in related technologies, creating blind spots in carbon emission assessments. Summary of the Invention

[0004] In view of the above-mentioned defects or deficiencies in the prior art, it is desirable to provide a method, apparatus, equipment and medium for optimizing carbon emissions of shore power for multiple berths in ports, so that carbon emission accounting can be based on the actual input power, thereby improving the accuracy and reliability of carbon emission optimization of shore power systems.

[0005] In a first aspect, embodiments of this application provide a method for optimizing shore power carbon emissions for multiple berths in a port, including:

[0006] High-frequency synchronous acquisition of electrical characteristic data of the input and output sides of the frequency converters at each berth;

[0007] For each inverter, the dynamic efficiency of the inverter is determined based on the actual switching cycle of the inverter, and the total harmonic active power loss at the common bus is determined based on the harmonic current.

[0008] A carbon emission optimization model is constructed based on the dynamic efficiency of each inverter and the total harmonic active power loss.

[0009] The distributed gradient projection method is used to iteratively analyze the carbon emission optimization model to determine the power allocation of the frequency converters at each berth.

[0010] In some embodiments, determining the dynamic efficiency of each frequency converter based on its actual switching cycle includes:

[0011] For each berth, the additional loss coefficient corresponding to the frequency converter is determined based on the actual switching frequency and the effective value of the output current of the frequency converter.

[0012] The dynamic efficiency of the frequency converter is determined based on the additional loss coefficient, input active power, output active power, and reference efficiency of the frequency converter.

[0013] In some embodiments, determining the total harmonic active power loss at the common bus based on harmonic current includes:

[0014] For each berth corresponding to the frequency converter, the harmonic current of each frequency converter and the phase angle of the harmonic current relative to the fundamental voltage are obtained;

[0015] Based on the harmonic current and the phase angle, determine the vector and magnitude of each harmonic current;

[0016] The total harmonic active power loss at the common bus is determined based on the vector and magnitude of each harmonic current and its corresponding AC equivalent resistance.

[0017] In some embodiments, constructing a carbon emission optimization model based on the dynamic efficiency of each of the frequency converters and the total harmonic active power loss includes:

[0018] The carbon emissions caused by the grid-side electrical energy input to the shore power system are determined based on the input power of each frequency converter and the total harmonic active power loss at the common bus.

[0019] Determine the carbon emissions caused by the operation of each active filter;

[0020] The carbon emission optimization model is constructed based on the carbon emissions caused by the input electrical energy from the power grid and the carbon emissions caused by the operation of the active filter itself.

[0021] In some embodiments, the step of using the distributed gradient projection method to iteratively analyze the carbon emission optimization model and determine the allocated power of each berth frequency converter includes:

[0022] For each berth, set an iterative power offset and harmonic compensation amount;

[0023] In each iteration of the optimization process, the power offset and the harmonic compensation are updated to obtain the power offset and harmonic compensation phase that minimizes total carbon emissions.

[0024] In some embodiments, updating the power offset and the harmonic compensation amount at each iteration step in the optimization process to obtain the power offset and harmonic compensation phase that minimizes total carbon emissions includes:

[0025] For each berth, the local gradient corresponding to the berth is calculated based on the current local power offset, the harmonic compensation amount, and the harmonic current vector and magnitude received from the common bus.

[0026] Based on the local gradient, the berth is temporarily updated with a local descent, and constrained projection is performed on the power and phase after the local descent temporary update to obtain the compensation power excess amount and the compensation phase excess amount.

[0027] The compensation deviation is determined by the common bus based on the compensation power excess and the compensation phase excess.

[0028] The actual power compensation amount and the actual phase compensation amount are determined based on the compensation deviation amount, the compensation power excess amount, and the compensation phase excess amount.

[0029] Secondly, embodiments of this application provide a shore power carbon emission optimization device for multiple berths in a port, comprising:

[0030] The sampling module is used to synchronously acquire electrical characteristic data of the input and output sides of the frequency converters at each berth at high frequency;

[0031] The determination module is used to determine the dynamic efficiency of each frequency converter based on the actual switching cycle of the frequency converter, and to determine the total harmonic active power loss at the common bus based on the harmonic current.

[0032] A construction module is used to construct a carbon emission optimization model based on the dynamic efficiency of each of the frequency converters and the total harmonic active power loss;

[0033] The optimization module is used to perform iterative analysis on the carbon emission optimization model using the distributed gradient projection method to determine the allocated power of the frequency converters at each berth.

[0034] Thirdly, embodiments of this application provide an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method described in embodiments of this application.

[0035] Fourthly, embodiments of this application provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method described in embodiments of this application.

[0036] Fifthly, embodiments of this application provide a computer program product, including a computer program, characterized in that, when the computer program is executed by a processor, it implements the method described in embodiments of this application.

[0037] The shore power carbon emission optimization method for multiple berths in ports provided in this application acquires electrical characteristic data of the input and output sides of the frequency converters at each berth through high-frequency synchronous acquisition. For each frequency converter, the dynamic efficiency of the frequency converter is determined based on the actual switching cycle of the frequency converter, and the total harmonic active power loss at the common bus is determined based on the harmonic current. A carbon emission optimization model is constructed based on the dynamic efficiency and total harmonic active power loss of each frequency converter. The distributed gradient projection method is used to iteratively analyze the carbon emission optimization model to determine the power allocation of the frequency converters at each berth. This realizes the expansion of the frequency converter efficiency from a constant to a function of load rate and harmonic distortion, so that the carbon emission accounting can be based on the actual input power. This effectively corrects the problem of underestimation of carbon emissions caused by overestimation of efficiency under light load, and improves the accuracy and reliability of shore power system carbon emission optimization.

[0038] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0039] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0040] Figure 1 A flowchart illustrating a method for optimizing shore power carbon emissions for multiple berths in a port, according to an embodiment of this application, is shown.

[0041] Figure 2 A schematic diagram of the structure of a shore power carbon emission optimization device for multiple berths in a port, according to an embodiment of this application, is shown.

[0042] Figure 3 A schematic diagram of the structure of a computer system suitable for implementing an electronic device or server according to embodiments of this application is shown. Detailed Implementation

[0043] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.

[0044] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0045] To further illustrate the technical solutions provided in the embodiments of this application, a detailed description is provided below in conjunction with the accompanying drawings and specific implementation methods. Although the embodiments of this application provide method operation instruction steps as shown in the following embodiments or drawings, the method may include more or fewer operation instruction steps based on conventional or non-creative effort. In steps where there is no logically necessary causal relationship, the execution order of these steps is not limited to the execution order provided in the embodiments of this application. In actual processing or when the device executes the method, it may be executed sequentially or in parallel according to the method shown in the embodiments or drawings.

[0046] Please refer to Figure 1 , Figure 1 A schematic flowchart of a shore power carbon emission optimization method for multiple berths in a port, according to an embodiment of this application, is shown. Figure 1 As shown, the method includes:

[0047] Step 101: High-frequency synchronous acquisition of electrical characteristic data of the input and output sides of the frequency converters at each berth.

[0048] It should be noted that refined carbon emission optimization calculations require raw electrical characteristic data with high time resolution to avoid the traditional practice of averaging data at the second level from masking the nonlinearity of efficiency and the dynamic characteristics of harmonics.

[0049] Specifically, high-frequency synchronous sampling equipment is installed at the shore power access points of each berth, with a sampling rate of ≥10.24kHz. The sampling measures the RMS voltage, RMS current, and active power at the input side of the frequency converters at each berth, as well as the voltage, current, frequency, and power at the output side of the frequency converters. It also measures the amplitude and phase of each harmonic current at the common bus. In one specific embodiment, depending on the actual shore power environment, the amplitude and phase of at least 25th harmonic currents at the common bus are sampled.

[0050] Step 102: For each frequency converter, determine the dynamic efficiency of the frequency converter based on the actual switching cycle of the frequency converter, and determine the total harmonic active power loss at the common bus based on the harmonic current.

[0051] It should be noted that in related technologies, inverter efficiency and harmonic losses are often simplified to constants, causing the calculated carbon emissions to deviate significantly from the true values. Therefore, this application addresses these detailed characteristics that are typically assumed to be constants in practical applications to optimize carbon emissions for multi-berth shore power systems.

[0052] In one feasible embodiment, for each frequency converter, the dynamic efficiency of the frequency converter is determined based on the actual switching cycle of the frequency converter, including: for the frequency converter corresponding to each berth, determining the additional loss coefficient corresponding to the frequency converter based on the actual switching frequency and the effective value of the output current of the frequency converter; and determining the dynamic efficiency of the frequency converter based on the additional loss coefficient, input active power, output active power and reference efficiency of the frequency converter.

[0053] It should be noted that in shore power systems, the efficiency of the frequency converter is not constant, but a nonlinear function that dynamically changes with operating conditions such as load, harmonic distortion rate, and switching frequency. Traditional methods using a constant efficiency (e.g., 90%) introduce significant errors, leading to distorted carbon emission calculations. Therefore, this application constructs a dynamic efficiency model of the frequency converter before performing carbon emission optimization, providing a reliable and accurate data foundation for subsequent carbon emission optimization.

[0054] For example, the additional loss factor can be calculated using the following expression:

[0055]

[0056] in, Let be the additional loss factor of the i-th frequency converter. Let i be the load rate of the i-th frequency converter. Let be the total harmonic distortion (THD) of the output voltage of the i-th frequency converter. For light load loss coefficient, The harmonic loss sensitivity coefficient, The loss factor of the switching device. Let i be the actual switching frequency of the i-th frequency converter. This represents the effective value of the output current of the i-th frequency converter.

[0057] In other words, in order to accurately characterize the loss changes under different load rates and harmonic conditions, this application decomposes the additional loss coefficient into a light-load additional loss term, a harmonic-induced additional loss term, and a dynamic loss term related to switching frequency and current.

[0058] Furthermore, the dynamic efficiency of the frequency converter can be calculated using the following expression:

[0059]

[0060] in, Let be the input active power of the i-th frequency converter. Let i be the output active power of the i-th frequency converter. This is the reference efficiency of the frequency converter under rated load and without harmonics. is the additional loss coefficient of the i-th frequency converter.

[0061] It should be understood that when the frequency converter operates under light load, iron losses, cooling fan power consumption, and control circuit power consumption do not decrease proportionally. The proportion of these "no-load losses" in the total input power increases as the load decreases, resulting in a sharp drop in efficiency. This application uses a quadratic term to fit the light-load additional loss term, which can better match the portion of the loss that decreases with current under light load and the measured curve where constant losses are relatively prominent. Among them, the light-load loss coefficient... The larger the input power, the lower the efficiency under light load. The larger the load, the higher the carbon emissions. When optimizing carbon emissions, it's crucial to avoid prolonged operation of the frequency converter in low-load areas. Harmonic components in the frequency converter's output voltage can lead to increased harmonic losses in the motor and transformer, as well as increased losses in the internal filter inductor of the frequency converter. This application analyzes the relationship between these components and the load current and harmonic distortion rate to construct an additional loss term caused by harmonics. Specifically, when the harmonic distortion rate increases, the input power... Increased switching frequency leads to increased carbon emissions, which can be reduced by coordinating the phase harmonics of multiple berths during carbon emission optimization. Additionally, high switching frequency and high current significantly increase dynamic losses caused by the switching frequency, while reducing the switching frequency may increase output harmonics. Therefore, a balance needs to be struck between these two factors during carbon emission optimization.

[0062] Therefore, this application extends the inverter efficiency from a constant to a function of load rate and harmonic distortion, enabling carbon emission accounting to be based on the actual input power. This effectively corrects the problem of underestimation of carbon emissions caused by overestimation of efficiency under light load, and improves the accuracy and reliability of carbon emission optimization for shore power systems.

[0063] In another feasible embodiment, determining the total harmonic active power loss at the common bus based on harmonic currents includes: for each frequency converter corresponding to each berth, obtaining the harmonic currents of each frequency converter and the phase angle of the harmonic currents relative to the fundamental voltage; determining the vector and magnitude of each harmonic current based on the harmonic currents and phase angles; and determining the total harmonic active power loss at the common bus based on the vector and magnitude of each harmonic current and its corresponding current equivalent resistance.

[0064] It should be noted that in port shore power systems, multiple berths simultaneously supply power to moored vessels via a common busbar (transformers, cables, switchgear, etc.). Each berth's frequency converter injects characteristic harmonic currents (e.g., 5th, 7th, 11th, 13th, etc.) into the busbar. When these harmonic currents superimpose on the busbar, due to their different phases, they may reinforce or cancel each other out, resulting in the actual harmonic current amplitude not being the algebraic sum of the harmonic current amplitudes, but rather a vector sum. This superposition effect directly determines the additional active power losses on the common busbar and its connected equipment (e.g., transformers, cables, etc.), thus affecting total carbon emissions. Related technologies typically ignore harmonic interactions between multiple berths or simply add the harmonic losses of each berth independently, leading to significant errors in carbon emission calculations. Therefore, this application constructs the total harmonic active power loss of the common busbar, providing an accurate and reliable data foundation for subsequent carbon emission optimization.

[0065] For example, the total harmonic active power loss at the common bus can be expressed as follows:

[0066]

[0067]

[0068] in, The total additional active power loss caused by harmonic interaction at multiple berths. The harmonic order (preferred in this application are the characteristic orders, such as 5, 7, 11, 13, etc.). This is the equivalent AC resistance of the bus system at a given frequency. Let be the effective value of the h-th harmonic current generated by the frequency converter at the i-th berth. Let be the phase angle of the h-th harmonic current at the i-th berth relative to the fundamental voltage. Let be the vector sum and magnitude of the h-th harmonic current at the common bus. This represents the number of berths currently receiving power.

[0069] It should be understood that, This indicates that harmonic losses increase quadratically with the amplitude of the total harmonic current. This means that when two harmonic currents in phase are superimposed, the loss becomes four times the original, not twice. This is the fundamental reason why multicast generates "additional carbon costs" for harmonic interactions. It is a vector sum and an algebraic sum, so by adjusting the output voltage of each berth inverter, it is possible to actively control and optimize harmonic losses.

[0070] Step 103: Construct a carbon emission optimization model based on the dynamic efficiency and total harmonic active power loss of each frequency converter.

[0071] It should be noted that this application divides the total carbon emissions of a port multi-berth shore power system into two main sources: carbon emissions from electricity input from the grid and carbon emissions from the operation of the frequency converters themselves. It should be understood that the core of this classification method is to explicitly include the additional losses caused by harmonics in the carbon accounting and to distinguish between the energy consumption of the main circuit and the energy consumption of the treatment device itself, effectively avoiding the practice in traditional models of implicitly including harmonic losses in the efficiency of each frequency converter.

[0072] Specifically, based on the input power of each frequency converter and the total harmonic active power loss at the common bus, the carbon emissions caused by the grid-side input power of the shore power system are determined; the carbon emissions caused by the operation of each active filter are determined; and a carbon emission optimization model is constructed based on the carbon emissions caused by the grid-side input power and the carbon emissions caused by the operation of the active filters.

[0073] For example, a carbon emission optimization model can be expressed as follows:

[0074]

[0075] in, For total carbon emissions, Real-time carbon emission factor for the power grid Let i be the input power of the frequency converter at the i-th berth. This refers to the total harmonic active power loss at the common bus. The equivalent factor for the additional carbon emissions generated by the active device itself at the i-th berth. The active power consumed when compensating for harmonics in the active devices of the i-th berth.

[0076] Among them, the active device is the active filter.

[0077] It should be noted that the real-time carbon emission factor of the power grid can be issued in real time by the power dispatch center in the port area. It is a time-varying and uncontrollable external parameter, but its value amplifies the impact of input power on carbon emissions. When When the power is high (e.g., nighttime thermal power generation is dominant), the optimization algorithm will tend to reduce the total input power (including harmonic losses); when When the efficiency is low (e.g., when photovoltaic power generation is sufficient during the day), a certain degree of efficiency loss can be tolerated while prioritizing other constraints (e.g., harmonic standards).

[0078] Furthermore, while active power filters (APFs) can reduce harmonic losses, they also consume active power and generate additional carbon emissions. This application incorporates the carbon emissions caused by the operation of the APFs themselves into the carbon emission optimization model to balance the benefits and costs of harmonic suppression. For example, if a certain berth... For larger harmonics (e.g., low filter efficiency), the optimization process can prioritize adjusting the inverter phase rather than using a filter to suppress harmonics.

[0079] Therefore, this application utilizes the constructed carbon emission optimization model to break through the traditional "energy efficiency-only" approach, effectively avoiding the problem that simply reducing input power may lead to harmonic degradation and thus increase total carbon emissions. The carbon emission optimization model explicitly balances power allocation and harmonic suppression.

[0080] Step 104: The distributed gradient projection method is used to iteratively analyze the carbon emission optimization model to determine the power allocation of the frequency converters at each berth.

[0081] It should be noted that the distributed gradient projection method is used to iteratively solve the carbon emission optimization model. This means that each berth i can only obtain local information and the total harmonic current vector and magnitude at the common bus. There is no need for a central controller to collect the complete status of all berths. Only the exchange of limited information between adjacent berths or between berths and the bus can converge to the global optimal solution. This meets the actual requirements of "loosely coupled cyber-physical systems" in port multi-berth shore power systems.

[0082] Specifically, for each berth, an iterative power offset and harmonic compensation offset are set; in each iteration step of the optimization process, the power offset and harmonic compensation are updated to obtain the power offset and harmonic compensation phase that minimizes total carbon emissions.

[0083] In one specific embodiment, for each berth, the local gradient corresponding to the berth is calculated based on the current local power offset, harmonic compensation amount, and harmonic current vector and magnitude received from the common bus; based on the local gradient, a local descent temporary update is performed on the berth, and constrained projection is performed on the power and phase after the local descent temporary update to obtain the compensation power excess amount and compensation phase excess amount; based on the compensation power excess amount and compensation phase excess amount, the compensation deviation amount is determined by the common bus; based on the compensation deviation amount, compensation power excess amount, and compensation phase excess amount, the actual power compensation amount and actual phase compensation amount are determined.

[0084] For example, during the initialization phase, a power offset initialization value is set for each berth i. and the initial values ​​of each harmonic compensation phase During the k-th iteration, each berth i is based on the current local variable. , In addition to the harmonic current vector and magnitude received from the bus, the local gradient of the total carbon emission rate with respect to local variables is calculated, including the local gradient of the power offset and the local gradient of the phase compensation for each harmonic. Based on the local gradient, berth i is temporarily updated to obtain the temporarily updated power and phase. The temporarily updated power and phase are then constrained and projected to obtain the compensated power excess. and compensation phase excess The common bus performs global power balance coordination based on the over-range and compensation phase over-range of each berth to determine the compensation deviation. The compensation deviation is a two-dimensional power compensation deviation. Each berth determines the actual power compensation amount for the current iteration based on the compensation deviation and the compensation power over-range. Power compensation is then performed. The phase over-compensation amount is the actual phase compensation amount.

[0085] Therefore, this application optimizes carbon emissions through distributed gradient projection, which effectively reduces information exchange by utilizing distributed gradient calculations at each berth, thereby reducing the coordination pressure on the busbar while ensuring carbon emission optimization. Simultaneously, iterative updates for all berths are performed synchronously, eliminating waiting time and ensuring stable operation of each berth, demonstrating high fault tolerance.

[0086] In summary, the shore power carbon emission optimization method for multiple berths in ports provided in this application acquires electrical characteristic data of the input and output sides of the frequency converters at each berth through high-frequency synchronous acquisition. For each frequency converter, the dynamic efficiency of the frequency converter is determined based on its actual switching cycle, and the total harmonic active power loss at the common bus is determined based on the harmonic current. A carbon emission optimization model is constructed based on the dynamic efficiency and total harmonic active power loss of each frequency converter. The distributed gradient projection method is used to iteratively analyze the carbon emission optimization model to determine the power allocation of the frequency converters at each berth. This expands the frequency converter efficiency from a constant to a function of load rate and harmonic distortion, enabling carbon emission accounting to be based on the actual input power. This effectively corrects the problem of underestimation of carbon emissions caused by overestimation of efficiency under light load, and improves the accuracy and reliability of carbon emission optimization of the shore power system.

[0087] It should be noted that although the operation of the method of the present invention is described in a specific order in the accompanying drawings, this does not require or imply that the operations must be performed in that specific order, or that all the operations shown must be performed in order to achieve the desired result.

[0088] Figure 2 A schematic diagram of a shore power carbon emission optimization device for multiple berths in a port, provided in an embodiment of this application, is shown.

[0089] like Figure 2 As shown, the shore power carbon emission optimization device 10 for multiple berths in a port includes:

[0090] Sampling module 11 is used to synchronously acquire electrical characteristic data of the input and output sides of the frequency converters at each berth at high frequency;

[0091] The determination module 12 is used to determine the dynamic efficiency of each frequency converter based on the actual switching cycle of the frequency converter, and to determine the total harmonic active power loss at the common bus based on the harmonic current.

[0092] Module 13 is used to construct a carbon emission optimization model based on the dynamic efficiency of each inverter and the total harmonic active power loss.

[0093] The optimization module 14 is used to perform iterative analysis on the carbon emission optimization model using the distributed gradient projection method to determine the power allocation of each berth frequency converter.

[0094] In some embodiments, the determining module 12 is specifically used for:

[0095] For each berth, the additional loss coefficient corresponding to the frequency converter is determined based on the actual switching frequency and the effective value of the output current of the frequency converter.

[0096] The dynamic efficiency of the frequency converter is determined based on the additional loss coefficient, input active power, output active power, and reference efficiency of the frequency converter.

[0097] In some embodiments, the determining module 12 is specifically used for:

[0098] For each berth corresponding to the frequency converter, the harmonic current of each frequency converter and the phase angle of the harmonic current relative to the fundamental voltage are obtained;

[0099] Based on the harmonic current and the phase angle, determine the vector and magnitude of each harmonic current;

[0100] The total harmonic active power loss at the common bus is determined based on the vector and magnitude of each harmonic current and its corresponding AC equivalent resistance.

[0101] In some embodiments, the construction module 13 is specifically used for:

[0102] The carbon emissions caused by the grid-side electrical energy input to the shore power system are determined based on the input power of each frequency converter and the total harmonic active power loss at the common bus.

[0103] Determine the carbon emissions caused by the operation of each active filter;

[0104] The carbon emission optimization model is constructed based on the carbon emissions caused by the input electrical energy from the power grid and the carbon emissions caused by the operation of the active filter itself.

[0105] In some embodiments, the optimization module 14 is specifically used for:

[0106] For each berth, set an iterative power offset and harmonic compensation amount;

[0107] In each iteration of the optimization process, the power offset and the harmonic compensation are updated to obtain the power offset and harmonic compensation phase that minimizes total carbon emissions.

[0108] In some embodiments, the optimization module 14 is specifically used for:

[0109] For each berth, the local gradient corresponding to the berth is calculated based on the current local power offset, the harmonic compensation amount, and the harmonic current vector and magnitude received from the common bus.

[0110] Based on the local gradient, the berth is temporarily updated with a local descent, and constrained projection is performed on the power and phase after the local descent temporary update to obtain the compensation power excess amount and the compensation phase excess amount.

[0111] The compensation deviation is determined by the common bus based on the compensation power excess and the compensation phase excess.

[0112] The actual power compensation amount and the actual phase compensation amount are determined based on the compensation deviation amount, the compensation power excess amount, and the compensation phase excess amount.

[0113] It should be understood that the modules or modules described in the shore power carbon emission optimization device 10 for multiple berths in ports are similar to those in the reference. Figure 1 The steps in the described method correspond accordingly. Therefore, the operations and features described above for the method are also applicable to the shore power carbon emission optimization device 10 for multiple berths in a port and the modules contained therein, and will not be repeated here. The shore power carbon emission optimization device 10 for multiple berths in a port can be pre-implemented in the browser or other secure applications of an electronic device, or it can be loaded into the browser or other secure applications of an electronic device through download or other means. The corresponding modules in the shore power carbon emission optimization device 10 for multiple berths in a port can cooperate with the modules in the electronic device to implement the scheme of the embodiments of this application.

[0114] The division of modules or units mentioned in the detailed description above is not mandatory. In fact, according to the embodiments of this disclosure, the features and functions of two or more modules or units described above can be embodied in one module or unit. Conversely, the features and functions of one module or unit described above can be further divided and embodied by multiple modules or units.

[0115] The following is for reference. Figure 3 , Figure 3 A schematic diagram of the structure of a computer system suitable for implementing the embodiments of this application is shown.

[0116] like Figure 3As shown, the computer system 300 includes a central processing unit (CPU) 301, which can perform various appropriate actions and processes based on programs stored in read-only memory (ROM) 302 or programs loaded from storage section 308 into random access memory (RAM) 303. The RAM 303 also stores various programs and data required for the system's operating instructions. The CPU 301, ROM 302, and RAM 303 are interconnected via a bus 304. An input / output (I / O) interface 305 is also connected to the bus 304.

[0117] The following components are connected to I / O interface 305: an input section 306 including a keyboard, mouse, etc.; an output section 307 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 308 including a hard disk, etc.; and a communication section 309 including a network interface card such as a LAN card, modem, etc. The communication section 309 performs communication processing via a network such as the Internet. Drive 310 is also connected to I / O interface 305 as needed. Removable media 311, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., are installed on drive 310 as needed so that computer programs read from them can be installed into storage section 308 as needed.

[0118] Specifically, according to embodiments of this application, the flowchart above refers to... Figure 2 The described process can be implemented as a computer software program. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowchart. In such an embodiment, the computer program contains program code for performing the methods shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via communication section 309, and / or installed from removable medium 311. When the computer program is executed by central processing unit (CPU) 301, it performs the functions defined in the system of this application.

[0119] It should be noted that the computer-readable medium shown in this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media can also be any computer-readable medium other than computer-readable storage media, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to: wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0120] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operational instructions of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two connected blocks may actually be executed substantially in parallel, or they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified functions or operational instructions, or using a combination of dedicated hardware and computer instructions.

[0121] The units or modules described in the embodiments of this application can be implemented in software or hardware. The described units or modules can also be housed in a processor; for example, a processor can be described as including a sampling module, a determination module, a construction module, and an optimization module. The names of these units or modules do not necessarily limit the specific unit or module itself; for example, a sampling module can also be described as "synchronously acquiring electrical characteristic data of the input and output sides of the frequency converters at each berth at high frequency."

[0122] In another aspect, this application also provides a computer-readable storage medium, which may be included in the electronic device described in the above embodiments, or may exist independently and not assembled into the electronic device. The aforementioned computer-readable storage medium stores one or more programs that, when used by one or more processors, execute the shore power carbon emission optimization method for multi-berth ports described in this application.

[0123] The above description is merely a preferred embodiment of this application and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of disclosure in this application is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the foregoing disclosed concept. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions disclosed in this application.

Claims

1. A method for optimizing carbon emissions from shore power at multiple berths in a port, characterized in that, include: High-frequency synchronous acquisition of electrical characteristic data of the input and output sides of the frequency converters at each berth; For each inverter, the dynamic efficiency of the inverter is determined based on the actual switching cycle of the inverter, and the total harmonic active power loss at the common bus is determined based on the harmonic current. A carbon emission optimization model is constructed based on the dynamic efficiency of each inverter and the total harmonic active power loss. The distributed gradient projection method is used to iteratively analyze the carbon emission optimization model to determine the power allocation of the frequency converters at each berth.

2. The method for optimizing shore power carbon emissions for multiple berths in a port according to claim 1, characterized in that, The determination of the dynamic efficiency of each frequency converter based on its actual switching cycle includes: For each berth, the additional loss coefficient corresponding to the frequency converter is determined based on the actual switching frequency and the effective value of the output current of the frequency converter. The dynamic efficiency of the frequency converter is determined based on the additional loss coefficient, input active power, output active power, and reference efficiency of the frequency converter.

3. The method for optimizing shore power carbon emissions for multiple berths in a port according to claim 1, characterized in that, The determination of total harmonic active power loss at the common bus based on harmonic current includes: For each berth corresponding to the frequency converter, the harmonic current of each frequency converter and the phase angle of the harmonic current relative to the fundamental voltage are obtained; Based on the harmonic current and the phase angle, determine the vector and magnitude of each harmonic current; The total harmonic active power loss at the common bus is determined based on the vector and magnitude of each harmonic current and its corresponding AC equivalent resistance.

4. The method for optimizing shore power carbon emissions for multiple berths in a port according to claim 1, characterized in that, The carbon emission optimization model is constructed based on the dynamic efficiency of each frequency converter and the total harmonic active power loss, including: The carbon emissions caused by the grid-side electrical energy input to the shore power system are determined based on the input power of each frequency converter and the total harmonic active power loss at the common bus. Determine the carbon emissions caused by the operation of each active filter; The carbon emission optimization model is constructed based on the carbon emissions caused by the input electrical energy from the power grid and the carbon emissions caused by the operation of the active filter itself.

5. The method for optimizing shore power carbon emissions for multiple berths in a port according to claim 1, characterized in that, The step of iteratively analyzing the carbon emission optimization model using the distributed gradient projection method to determine the power allocation of the frequency converters at each berth includes: For each berth, set an iterative power offset and harmonic compensation amount; In each iteration of the optimization process, the power offset and the harmonic compensation are updated to obtain the power offset and harmonic compensation phase that minimizes total carbon emissions.

6. The method for optimizing shore power carbon emissions for multiple berths in a port according to claim 5, characterized in that, In each iteration step of the optimization process, the power offset and the harmonic compensation are updated to obtain the power offset and harmonic compensation phase that minimizes total carbon emissions, including: For each berth, the local gradient corresponding to the berth is calculated based on the current local power offset, the harmonic compensation amount, and the harmonic current vector and magnitude received from the common bus. Based on the local gradient, the berth is temporarily updated with a local descent, and constrained projection is performed on the power and phase after the local descent temporary update to obtain the compensation power excess amount and the compensation phase excess amount. The compensation deviation is determined by the common bus based on the compensation power excess and the compensation phase excess. The actual power compensation amount and the actual phase compensation amount are determined based on the compensation deviation amount, the compensation power excess amount, and the compensation phase excess amount.

7. A shore power carbon emission optimization device for multiple berths in a port, characterized in that, include: The sampling module is used to synchronously acquire electrical characteristic data of the input and output sides of the frequency converters at each berth at high frequency; The determination module is used to determine the dynamic efficiency of each frequency converter based on the actual switching cycle of the frequency converter, and to determine the total harmonic active power loss at the common bus based on the harmonic current. A construction module is used to construct a carbon emission optimization model based on the dynamic efficiency of each of the frequency converters and the total harmonic active power loss; The optimization module is used to perform iterative analysis on the carbon emission optimization model using the distributed gradient projection method to determine the allocated power of the frequency converters at each berth.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the shore power carbon emission optimization method for multiple berths in a port as described in any one of claims 1-6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by the processor, the program implements the shore power carbon emission optimization method for multiple berths in a port as described in any one of claims 1-6.

10. A computer program product, comprising a computer program, characterized in that, When executed by a processor, the computer program implements the shore power carbon emission optimization method for multiple berths in a port as described in any one of claims 1-6.

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