A method for constructing an inland river network hydrogen energy route for industrial by-product hydrogen

Abstract

This invention discloses a method for constructing hydrogen energy transportation routes in inland waterways for industrial by-product hydrogen, comprising the following steps: screening hydrogen source supply nodes and hydrogen source demand nodes, and constructing the hardware system of the hydrogen energy transportation route; evaluating the inland waterway network and supporting facilities, and selecting inland waterways that meet the demand; determining the storage and transportation methods of hydrogen sources, and selecting suitable hydrogen transport vessels; generating initial routes using the A algorithm, and then using a multi-objective genetic algorithm with the route comprehensive optimization objective F as the objective function and vessel size and waterway constraints as constraints to output the optimal route combination; automatically triggering the route adjustment process to re-optimize the routes and vessel scheduling, and obtaining the optimized route combination. This invention constructs hydrogen energy transportation routes that take into account efficiency, cost, and safety, realize the large-scale and low-cost circulation of by-product hydrogen resources, and promote the coordinated development of the hydrogen energy industry and inland waterway transportation.

Description

Technical Field

[0001] This invention belongs to the field of hydrogen energy transportation and inland waterway transportation technology, and relates to an inland waterway network hydrogen energy waterway system and its construction method for industrial by-product hydrogen. Background Technology

[0002] Hydrogen energy, as a clean and efficient secondary energy source, is a crucial support for achieving the "dual carbon" goal. Its large-scale transportation is one of the key bottlenecks in the development of the hydrogen energy industry. Currently, hydrogen transportation mainly consists of three methods: gaseous tubular trailers, liquid hydrogen transportation, and pipeline transportation. Gaseous tubular trailers are limited by onboard pressure and capacity, resulting in short transportation distances and high costs, making them only suitable for short-distance point-to-point transportation. Liquid hydrogen transportation requires extremely low-temperature refrigeration equipment, leading to huge energy consumption and equipment investment, as well as stringent safety requirements, making large-scale promotion difficult. While pipeline transportation is efficient and low-cost, it is limited by geographical conditions, with long pipeline construction cycles and large investments, making it unable to cover inland non-pipeline areas. China's steel industry (such as blast furnace ironmaking and converter steelmaking processes) and petrochemical industry (such as oil refining reforming and ethylene cracking processes) generate a large amount of by-product hydrogen annually, with a purity of over 99%. After purification, this hydrogen can meet the needs of fuel cells and industrial applications, making it an important source of low-cost hydrogen energy. However, China's steel and petrochemical enterprises are mostly distributed along inland waterways (such as the Yangtze, Yellow, and Pearl Rivers), while hydrogen energy demand scenarios (such as hydrogen refueling stations for fuel cell vehicles in riverside cities, distributed energy projects, and inland industrial enterprises) are also scattered along these waterways. Existing transportation methods struggle to fully connect hydrogen sources with demand, leading to a waste of byproduct hydrogen resources and hindering the regional circulation of hydrogen energy. China has a well-developed inland waterway network, with major waterways such as the Yangtze, Pearl, and Grand Canal, totaling over 120,000 kilometers. Inland waterway shipping offers advantages such as large capacity, low cost, low energy consumption, and minimal reliance on land transportation, making it suitable for medium- and long-distance transport of bulk goods. However, there is currently no method for constructing waterway routes specifically for hydrogen energy transportation by inland waterways. There is a lack of systematic integration of multiple factors, including hydrogen source distribution, waterway conditions, demand nodes, hydrogen refueling infrastructure, and safety management, making it impossible to achieve a balance between efficiency, economy, and safety in hydrogen energy transportation. Therefore, there is an urgent need for a method to construct hydrogen energy transportation routes that combines the characteristics of hydrogen resources from China's steel and petrochemical by-products with the characteristics of the inland waterway network, in order to solve the problem of regionalized hydrogen energy transportation. Summary of the Invention

[0003] To address the aforementioned problems, the technical solution adopted in this invention is: a method for constructing hydrogen-powered waterways in inland waterways oriented towards industrial by-product hydrogen, comprising the following steps:

[0004] Step 1: Screen hydrogen source demand nodes and hydrogen source supply nodes, and calibrate the coordinates of the screened hydrogen source supply nodes and hydrogen source demand nodes based on the electronic map of domestic waterways. Clarify the spatial relationship between the hydrogen source supply nodes and hydrogen source demand nodes and inland waterways, the waterway grades they connect to, and combine the supply and demand matching results to lay out hydrogen refueling stations and realize the construction of the hydrogen energy route hardware system. Step 2: Calculate the compatibility coefficient of the waterway based on its physical parameters, evaluate the compatibility of the waterway with hydrogen transport vessels, and calculate the waterway supporting facilities completeness coefficient after the compatibility between the waterway and hydrogen transport vessels is found to be in line with the requirements. Evaluate the waterway network and supporting facilities, and select inland waterways that meet the requirements. Step 3: Based on the supply and demand of hydrogen sources during the selected hydrogen source transportation process, the waterway supporting completeness coefficient, and the inland waterway that meets the demand, determine the storage and transportation method of hydrogen sources, and conduct suitability selection of hydrogen energy transportation vessels. Step 4: Based on the coordinates of hydrogen source supply nodes, hydrogen source demand nodes, and the adaptation coefficient of the waterway, A is used. The algorithm generates an initial route, and then a multi-objective genetic algorithm is used to output the optimal route combination with the comprehensive optimization of the route as the objective function and the physical parameters of the hydrogen transport vessel and the constraints of the inland waterway that meets the requirements as the constraints.

[0005] Furthermore, the process for determining the hydrogen source supply node is as follows: A comprehensive score for hydrogen source areas is given based on a comprehensive scoring formula for hydrogen source areas; The comprehensive score of the hydrogen source The formula is as follows:

[0006] Among them: Score i :Comprehensive score for hydrogen source; ω A : Output weight; ω P Purity weight; ω C Purification cost weight; ω D : Channel connection weight; ω T Stability weights; A i Average daily by-product hydrogen production at hydrogen source sites; P i Purity of hydrogen source after purification; C i Unit purification cost of hydrogen source; D i : Distance from hydrogen source to main inland waterway; T i : Stable hydrogen supply cycle; where: ω A +ω P +ω C +ω D +ω T =1; Comprehensive evaluation of hydrogen source areas The hydrogen source supply nodes are determined by comparing them with the comprehensive scoring threshold of the hydrogen source area.

[0007] Furthermore, the process for selecting the hydrogen source demand nodes is as follows: Let there be m nodes requiring hydrogen sources, denoted as b1, b2, ..., b m Core parameter: Q j For b j Daily hydrogen consumption, P' j For b j Hydrogen purity requirement, P'' j To meet hydrogen pressure requirements, L ij For a i to b j Inland waterway navigation mileage; construct an objective function to achieve optimal supply and demand matching; determine hydrogen source demand nodes. The objective function is to minimize the total transportation cost, and its specific expression is as follows:

[0008] Z: Total transportation cost; x ij : The supply of hydrogen from the source to the demand node; L ij k: Inland waterway voyage distance from hydrogen source to demand node; k: Transportation cost per unit mile. The constraints of the objective function are as follows:

[0009] Where: x ij : The supply of hydrogen from the source to the demand node, a i For b j The supply; A i η: Average daily by-product hydrogen production at the hydrogen source; i : By-product hydrogen purification and conversion rate; Q j : Daily average hydrogen consumption at demand nodes; P i : Purity of hydrogen source after purification; P' j : Demand node hydrogen purity requirement; P'' j Demand nodes use hydrogen pressure demand.

[0010] Furthermore, the process of laying out the hydrogen refueling stations is as follows: Determine the service radius of hydrogen refueling stations; The number of hydrogen refueling stations is determined based on their service radius. Hydrogen refueling station coordinates (X k ,Y k The expression for ) is as follows:

[0011] Among them: (X) k ,Yk ): Coordinates of the refueling station; Q j : Average daily hydrogen consumption at demand nodes; (X' j ,Y' j ): Requirement node coordinates; G k : The set of nodes that require the service of the kth refueling station.

[0012] Furthermore, the expression for the adaptability coefficient of the waterway is as follows:

[0013] K t : Channel adaptability coefficient; ω H : Water depth weight; ω W Width weight; ω R : Bending radius weight; ω V : Water flow velocity weight; ω Z : Ship lock influence weight; H t : Effective water depth of the channel; H max Standard water depth for Class I waterways; W t : Channel width; W max Standard width of a Class I waterway; R t : Channel curvature radius; R max Standard curvature radius of Class I waterway; V t : Navigable water flow speed in the channel; V max Standard current speed for Class I waterways; Z t Number of locks in the channel section; T t : Single lock passage time; H t For the effective water depth of the channel, W t R is the width of the channel. t V is the bending radius. t Z is the navigable water flow speed. t T represents the number of locks. t This refers to the duration of a single passage through the lock.

[0014] Furthermore, the formula for calculating the waterway infrastructure completeness coefficient is as follows:

[0015] Where: U: coefficient of completeness of supporting facilities; ω M : Weight of hydrogen refueling stations; ω E Emergency site weight; ω F : Port weights for loading and unloading; ω G : Communication and navigation weight; M: Number of hydrogen refueling stations along the route; N: Number of planned and constructed refueling stations; E: Number of emergency rescue stations; L 总 F: Total route mileage; F: Number of ports suitable for loading and unloading equipment; F 总G: Total number of ports along the route; G: Communication and navigation coverage rate.

[0016] Furthermore, the process of selecting suitable hydrogen transport vessels based on the supply and demand of hydrogen sources during the selected hydrogen source transportation process, the waterway infrastructure completeness coefficient, and the determination of hydrogen storage and transportation methods for inland waterways that meet the demand, is as follows: S31: Decision-making indicator M for hydrogen storage methods s The calculation compares the decision indicators for hydrogen storage methods with the indicator thresholds to select the ship storage and transportation method and complete the initial selection of the ship. S32: For the vessels selected in the initial phase, the physical dimensions and load capacity of the vessels are determined based on the waterway parameters, and a second selection of vessels is carried out; S33: Select the power system for the reselected vessel and finally determine the hydrogen transport vessel.

[0017] Furthermore, the hydrogen storage method decision index M s The formula is as follows:

[0018] Where: L represents the distance of a single voyage, A avg Q represents the average yield of the core hydrogen source. avg K represents the average hydrogen consumption at the demand node. avg This is the average adaptation coefficient of the waterway.

[0019] Furthermore, the path cost function of the initial route is expressed as follows:

[0020]

[0021]

[0022] Where: f(n): represents the total path cost; g(n): represents the actual cost from the starting point to the current node; h(n): represents the estimated straight-line distance from the current node to the target node; L t : indicates the length of the channel segment; K: indicates the channel adaptability coefficient; (X 目标 ,Y 目标 (X) represents the coordinates of the target node; n ,Y n () represents the coordinates of the current node.

[0023] Furthermore, the expression for the comprehensive optimization objective is as follows:

[0024] Where: F represents the route optimization objective; ω Z ω represents the weight of the cost target. Tω represents the weight of the efficiency objective; S ω represents the weight of the safety objective; U Z represents the resource utilization rate weight; T represents the total transportation cost; 总 Indicates the total travel time of the route; K avg W represents the average adaptability coefficient of the waterway. 船实 Indicates the actual load capacity of the ship; W 船 This indicates the ship's optimal load capacity.

[0025] The method also includes: The optimal route combination is verified by quantifying indicators from three aspects: economy, safety, and adaptability. When the quantitative indicators for economy, safety, and adaptability all fail to meet the requirements, the optimal route combination is re-optimized through a dynamic adjustment mechanism.

[0026] This invention provides an inland waterway network hydrogen energy transportation route system and its construction method for industrial by-product hydrogen. It involves a method for constructing efficient hydrogen energy transportation routes using inland waterway vessels as carriers, relying on by-product hydrogen from China's steel and petrochemical industries as hydrogen sources, and combining this with the characteristics of China's inland waterway network. By leveraging China's steel and petrochemical by-product hydrogen resources and combining the inland waterway network with the distribution of hydrogen energy demand, this invention constructs hydrogen energy transportation routes that balance efficiency, cost, and safety, enabling the large-scale, low-cost circulation of by-product hydrogen resources and promoting the coordinated development of the hydrogen energy industry and inland waterway transportation.

[0027] Compared with the prior art, the present invention has the following advantages: 1. Fully explore the value of by-product hydrogen resources from China's steel and petrochemical industries, and combine the distribution characteristics of hydrogen sources and demand nodes along inland rivers to achieve large-scale and regional circulation of by-product hydrogen resources, reduce resource waste, lower the cost of hydrogen acquisition, and provide low-cost hydrogen source support for the hydrogen energy industry.

[0028] 2. Leveraging China's well-developed inland waterway network, and taking advantage of the large capacity, low cost, and environmental friendliness of inland waterway vessels, we can compensate for the shortcomings of existing hydrogen transportation methods (long-tube trailers, pipelines, and liquid transportation), construct a new hydrogen transportation model suitable for inland areas, and expand the coverage of hydrogen transportation.

[0029] 3. Through multi-dimensional optimization and dynamic adjustment mechanisms, the route achieves a balance between economy, efficiency and safety. It can be adjusted in real time according to changes in hydrogen source production, demand, and waterway conditions to adapt to hydrogen transportation needs in different scenarios and improve the flexibility and stability of the route.

[0030] 4. Construct a full-process safety management and control system to address the safety pain points of hydrogen energy waterway transportation, reduce safety risks, provide safety guarantees for the large-scale promotion of hydrogen energy waterway transportation, promote the coordinated upgrading of the hydrogen energy industry and the inland waterway shipping industry, and help achieve the "dual carbon" goal. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0032] Figure 1 This is a flowchart of the method; Detailed Implementation It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present invention can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and embodiments.

[0033] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0034] A method for constructing an inland waterway network hydrogen energy navigation system for industrial by-product hydrogen includes the following steps: Step 1: Screen hydrogen source demand nodes and hydrogen source supply nodes, and calibrate the coordinates of the screened hydrogen source supply nodes and hydrogen source demand nodes based on the electronic map of domestic waterways. Clarify the spatial relationship between the hydrogen source supply nodes and hydrogen source demand nodes and inland waterways, the waterway grades they connect to, and combine the supply and demand matching results to lay out hydrogen refueling stations and realize the construction of the hydrogen energy route hardware system. Step 2: Calculate the compatibility coefficient of the waterway based on its physical parameters, evaluate the compatibility of the waterway with hydrogen transport vessels, and calculate the waterway supporting facilities completeness coefficient after the compatibility between the waterway and hydrogen transport vessels is found to be in line with the requirements. Evaluate the waterway network and supporting facilities, and select inland waterways that meet the requirements. Step 3: Based on the supply and demand of hydrogen sources during the selected hydrogen source transportation process, the waterway supporting completeness coefficient, and the inland waterway that meets the demand, determine the storage and transportation method of hydrogen sources, and conduct suitability selection of hydrogen energy transportation vessels. Step 4: Based on the coordinates of hydrogen source supply nodes, hydrogen source demand nodes, and the adaptation coefficient of the waterway, A is used. The algorithm generates an initial route, and then a multi-objective genetic algorithm is used to output the optimal route combination with the comprehensive optimization of the route as the objective function and the physical parameters of the hydrogen transport vessel and the constraints of the inland waterway that meets the requirements as the constraints.

[0035] Steps 1, 2, 3, and 4 are executed sequentially. Furthermore: Focusing on Chinese steel and petrochemical enterprises, we selected companies distributed along inland rivers with the capacity to produce hydrogen as by-products as hydrogen source nodes. A comprehensive scoring method was used for quantitative screening, and the formulas and variables were linked to subsequent steps. Let there be n candidate hydrogen source locations, denoted as a1, a2, ..., a... n The core parameters are defined as follows: A i For a i Average daily by-product hydrogen production (kg / d), P i C represents the purity after purification (in decimal form). i D is the unit purification cost (yuan / kg). i T represents the distance (km) to the main inland waterway. i The stable supply cycle (days / year) for by-product hydrogen is defined. The process for determining the hydrogen source supply nodes is as follows: A comprehensive score for hydrogen source areas is given based on a comprehensive scoring formula for hydrogen source areas; The comprehensive score of the hydrogen source The formula is as follows:

[0036] Among them: Score i :Comprehensive score for hydrogen source; ω A : Output weight; ω P Purity weight; ω C Purification cost weight; ω D : Channel connection weight; ω T Stability weights; A i Average daily by-product hydrogen production at hydrogen source sites; P i Purity of hydrogen source after purification; C i Unit purification cost of hydrogen source; D i : Distance from hydrogen source to main inland waterway; T i : Stable hydrogen supply cycle; where: ω A +ω P +ω C +ω D +ω T =1; Comprehensive evaluation of hydrogen source areas The hydrogen source supply nodes are determined by comparing them with the comprehensive scoring threshold of the hydrogen source area. When ω A =0.4 (production priority), ω P=0.3 (purity compatibility), ω C =0.15 (cost-related), ω D =0.1 (channel connection, associated step 2), ω T =0.05 (stability); Score i A score ≥0.6 indicates a core hydrogen source node, and 0.4 ≤ Score i <0.6 is a backup hydrogen source node.

[0037] The process for selecting the hydrogen source demand nodes is as follows: Let there be m nodes requiring hydrogen sources, denoted as b1, b2, ..., b m Core parameter: Q j For b j Average daily hydrogen consumption (kg / d), P' j For b j Hydrogen purity requirement, P'' j For hydrogen pressure requirements (MPa), L ij For a i to b j Inland waterway navigation distance (km): Construct an objective function to achieve optimal supply and demand matching, and determine hydrogen source demand nodes; construct a linear programming model to achieve optimal supply and demand matching, and link step 3 (ship load) with step 4 (cost optimization): The objective function is to minimize the total transportation cost, where k is the transportation cost per unit mileage, in yuan / kg·km. See step 2 for specific calculation. The objective function is to minimize the total transportation cost, and its specific expression is as follows:

[0038] Z: Total transportation cost; x ij : The supply of hydrogen from the source to the demand node; L ij k: Inland waterway voyage distance from hydrogen source to demand node; k: Transportation cost per unit mile. The constraints of the objective function are as follows:

[0039] Where: x ij : The supply of hydrogen from the source to the demand node, a i For b j The supply; A i η: Average daily by-product hydrogen production at the hydrogen source; i By-product hydrogen purification and conversion rate (case assumption: 0.95 for steel companies, 0.98 for petrochemical companies); Q j : Daily average hydrogen consumption at demand nodes; P i : Purity of hydrogen source after purification; P' j : Demand node hydrogen purity requirement; P''j Demand nodes use hydrogen pressure demand.

[0040] Furthermore, node spatial coordinate calibration and refueling station layout are performed: node coordinates (X) are calibrated based on the electronic map of the inland waterway. i ,Y i ), (X' j ,Y' j Based on the supply and demand matching results, the layout of hydrogen refueling stations is determined, and the supporting facilities assessment in step 2 is linked to this. The process of setting up hydrogen refueling stations is as follows: S11: Determine the service radius (R, km) of the hydrogen refueling station: , where S is the service area of ​​a single station (km²). S12: Determine the number of hydrogen refueling stations based on their service radius; The expression for the number of hydrogen refueling stations (N) is as follows: , S represents the total area covered by the demand (km², calculated from node coordinates), and N represents the planned number of refueling stations. 总 - Total area covered by demand; S - Service area of ​​a single station.

[0041] Hydrogen refueling station coordinates (X k ,Y k The expression for ) is as follows:

[0042] Among them: (X) k ,Y k ): Coordinates of the refueling station; Q j : Average daily hydrogen consumption at demand nodes; (X' j ,Y' j ): Requirement node coordinates; G k : The set of nodes that require the service of the kth refueling station.

[0043] Demand Node Screening and Feature Collection: Hydrogen energy demand scenarios along inland waterways are selected as demand nodes, including: urban hydrogen refueling station clusters, distributed energy projects (such as hydrogen combined heat and power), inland industrial hydrogen-using enterprises (such as chemical and new materials enterprises), and hydrogen energy storage bases. Core features of each demand node are collected, including: average daily hydrogen consumption, hydrogen purity requirements, hydrogen pressure requirements, demand periods (peak / off-peak distribution), port / terminal location (latitude and longitude, berth class, loading and unloading conditions), emergency hydrogen storage capacity, and the degree of clustering with surrounding demand scenarios (whether a distribution center can be formed). Combining node characteristics with hydrogen supply capacity, a linear programming model is constructed to achieve optimal supply and demand matching, linking step 3 (ship load capacity) with step 4 (cost optimization), with the core parameter Q. j (Daily average hydrogen consumption), P'j (Purity requirements), P'' j (Pressure requirements) are consistent with the definitions in the subsequent formulas.

[0044] Node spatial coordinate calibration and refueling station layout: Based on the electronic map of China's inland waterways (including geographic information such as main channels, tributary channels, locks, ports, and reefs), the coordinates of all hydrogen source nodes and demand nodes are accurately calibrated to clarify the spatial relationship between each node and the inland waterway and the waterway level (Level I to Level VII). At the same time, the layout of hydrogen refueling stations is determined in combination with the supply and demand matching results, and the supporting facilities assessment in step 2 is linked. The layout parameters and subsequent formula definitions are completely consistent.

[0045] The process of calculating the waterway's adaptability coefficient based on its physical parameters, assessing the waterway's compatibility with hydrogen-powered transport vessels, and calculating the waterway's infrastructure completeness coefficient after confirming that the waterway's compatibility with hydrogen-powered transport vessels is met, and evaluating the waterway network and its supporting facilities, to select inland waterways that meet the requirements, is as follows: Based on the node coordinates in step 1, the waterway connecting hydrogen sources, demand nodes and refueling stations is quantitatively scored, and the core indicators are related to the ship size selection in step 3 and the route optimization in step 4. S21: Let there be t waterway segments, denoted as c1, c2, ..., c t ,parameter: By calculating the waterway adaptability coefficient K t The adaptability of the waterway to hydrogen-powered transport vessels is characterized as follows:

[0046] K t : Channel adaptability coefficient; ω H : Water depth weight; ω W Width weight; ω R : Bending radius weight; ω V : Water flow velocity weight; ω Z : Ship lock influence weight; H t : Effective water depth of the channel; H max Standard water depth for Class I waterways; W t : Channel width; W max Standard width of a Class I waterway; R t : Channel curvature radius; R max Standard curvature radius of Class I waterway; V t : Navigable water flow speed in the channel; V max Standard current speed for Class I waterways; Z t Number of locks in the channel section; T t : Single lock passage time; H t W is the effective water depth of the channel (m). tR is the width of the waterway (m). t V is the bending radius (m). t Z represents the navigable water flow velocity (m / s). t T represents the number of locks. t The duration of a single lock passage (h); Wherein: H max W max R max V max The standard values ​​for Class I inland waterways are 6m, 150m, 1000m, and 2m / s, respectively; ω H =0.3、ω W =0.2、ω R =0.2、ω V =0.1、ω Z =0.2, satisfying the condition that the sum of weights is 1; K t A channel with a radius of ≥0.7 is considered a high-quality channel, and a channel with a radius of 0.5≤K is considered a high-quality channel. t A value less than 0.7 indicates a usable waterway; a value less than 0.5 indicates a need to avoid it.

[0047] S22: Assessment of Supporting Facilities Completeness: Based on the layout of the refueling stations in Step 1, the supporting facilities' ability to support the airway is quantified. The completeness of the airway's supporting facilities is assessed using a supporting facilities completeness coefficient. The expression for the supporting facilities completeness coefficient U is as follows:

[0048] Where: U: Supporting completeness coefficient, 0 <U≤1;ω M : Weight of hydrogen refueling stations; ω E Emergency site weight; ω F : Port weights for loading and unloading; ω G : Communication and navigation weight; M: Number of hydrogen refueling stations along the route; N: Number of planned and constructed refueling stations; E: Number of emergency rescue stations; L 总 F: Total route mileage; F: Number of ports suitable for loading and unloading equipment; F 总 : Total number of ports along the route; G: Communication and navigation coverage; ω M =0.4、ω E =0.2、ω F =0.2、ω G =0.2; U≥0.8 indicates complete supporting facilities, and below 0.6 requires marking missing facilities and planning for their replacement.

[0049] S23: Based on the supporting completeness coefficient U, the unit mileage transportation cost k is calculated using the mileage transportation cost formula; The calculation of the unit mileage transportation cost k:

[0050] Where: k: unit mileage transportation cost; C shipping - average daily operating cost of the vessel; C loading / unloading - cost per loading / unloading trip; C waterway - waterway toll; C depreciation - average daily depreciation of hydrogen storage equipment; W vessel - optimal deadweight of the vessel; L 单 : Single voyage distance; U: Supporting facilities completeness coefficient, C shipping, C loading and unloading, C waterway, and C depreciation are all measured and calculated values; L 单 Based on the route planning calculation, U is obtained through the supporting facilities assessment in step 2. The more complete the supporting facilities, the closer the U value is to 1, and the lower the transportation cost per unit mileage, thus realizing the linkage control between supporting facilities and costs.

[0051] S24: Supplementary Planning for Supporting Facilities: For key supporting facilities missing in the assessment, mark their planning and construction priorities and timelines. The planned number of hydrogen refueling stations and emergency rescue stations must be consistent with the number of refueling stations (N) and total route mileage (L) in Step 1. 总 The system is adapted to ensure that the completeness coefficient U after supplementation is ≥0.8, providing support for subsequent cost calculation and safety management.

[0052] Furthermore, based on the supply and demand of hydrogen sources during the selected hydrogen source transportation process, the waterway supporting completeness coefficient, and the inland waterway that meets the demand, the storage and transportation methods of hydrogen sources are determined, and the suitability selection of hydrogen energy transportation vessels is carried out. S31: The selection of the ship storage and transportation method is based on the supply and demand in step 1 and the waterway adaptability coefficient in step 2, and is associated with the route optimization efficiency in step 4. Based on the supply and demand of hydrogen sources and the waterway compatibility coefficient, the storage and transportation methods are determined, and the decision index M for the hydrogen storage method is used. s The formula is as follows:

[0053] Where: L represents the distance of a single voyage (km), A avg Q represents the average yield of the core hydrogen source (kg / d). avg K represents the average hydrogen consumption at the demand node (kg / d). avg The average adaptability coefficient of the waterway; selection based on index threshold: M s ≤3 Select high-pressure gaseous hydrogen storage, M s >3. Select cryogenic liquid hydrogen storage (35 / 70MPa); S32: Ship dimensions and load capacity matching: Based on waterway parameters, determine the core dimensions of the ship to ensure compatibility with the waterway and berth. Ship draft h (m): (Reserve a safety margin of 0.2 times) Where: H: ship's draft; H t Effective water depth of the channel.

[0054] Ship beam B (m): (Adapt to the width of the waterway to avoid the risk of passing other ships) Where: B: ship beam; W t Channel width; Overall length of the vessel L: It is compatible with the curvature radius of waterways; L: Overall length of the vessel; R t : Channel curvature radius; Optimal load capacity of the ship W 船 The formula is as follows:

[0055] Based on the hydrogen source supply and demand matching results in step 1, the optimal load capacity of the ship is met. Where: n round trips represent the number of round trips per day, W min The minimum deadweight tonnage (kg) of the vessel must be met; buoyancy constraints must also be satisfied. ρ is the density of water (kg / m³, taken as 1000 kg / m³), and γ is the ship's load factor (taken as 0.6~0.7); Q j : Daily average hydrogen consumption at demand nodes; n 往返 Number of round trips per day; W min Minimum deadweight of the vessel; ρ: water density; h: draft of the vessel; B: beam of the vessel; L: overall length of the vessel; S33: Perform power system selection and energy consumption calculation, prioritizing hydrogen fuel cell power. Energy consumption is related to the efficiency target in step 4. The formula for fuel cell power P (kW) is as follows:

[0056] Where: F is the ship's resistance, F = 0.5·ρ·C x ·B·h·V²,C x Where η is the drag coefficient, V is the sailing speed in km / h, and η is the speed coefficient. 动 For the power system efficiency (taken as 0.85), the backup power output ≥ P·0.3, ensuring emergency needs, ρ: water density; C x B: Drag coefficient; H: Breadth of the vessel; Draft of the vessel Combining hydrogen storage method decision index M s Based on actual scenario requirements, for short-distance transportation ≤300 kilometers, high-pressure gaseous hydrogen storage vessels (pressure 35MPa or 70MPa) are preferred, balancing cost and flexibility; For medium- and long-distance transportation (>300 km), cryogenic liquid hydrogen storage vessels should be prioritized to increase the single transport capacity. At the same time, vessels must be equipped with safety equipment such as hydrogen purity monitoring devices, leak detection alarm systems, and explosion-proof ventilation systems to ensure storage and transportation safety. The number of equipment configurations must meet the requirement of monitoring coverage (η monitoring) ≥ 0.9 in step 6.

[0057] Ship dimensions and load capacity matching: Based on the waterway depth, width, and lock dimensions, determine the ship's overall length, beam, depth, and draft to ensure that the ship can pass smoothly through the waterway and locks along the route; combine the maximum output of hydrogen source nodes with the maximum receiving capacity of demand nodes to determine the ship's load capacity (hydrogen storage capacity) to avoid wasted transport capacity or supply-demand mismatch.

[0058] Power system selection: Hydrogen fuel cell-powered vessels are preferred to achieve zero-emission navigation, aligning with the green attributes of hydrogen energy; backup power systems (such as diesel generators) should be provided to address power supply needs in extreme situations and ensure navigational safety.

[0059] Furthermore, the adaptation coefficient based on the coordinates of the hydrogen source supply node, the hydrogen source demand node, and the waterway is adopted using A. The algorithm generates an initial route, and then a multi-objective genetic algorithm is used, with the route optimization objective F as the objective function and ship size and channel constraints as constraints, to output the optimal route combination. The process is as follows: S41: Initial route generation: Based on the node coordinates of step 1 and the channel adaptation coefficient of step 2, using A The algorithm generates an initial route and a path cost function (related to channel suitability), specifically including the following: The path cost function is constructed as follows:

[0060]

[0061]

[0062] in: This represents the total cost of the path. This represents the actual cost from the starting point to the current node. Estimate the straight-line distance from the current node to the target node; L t K represents the length of the waterway section. t For the course adaptation coefficient; X target and Y target are the coordinates of the target node; X n Y n The coordinates of the current node; S42: Construct a multi-objective optimization function: Integrate economic efficiency, safety, resource utilization, and weights to form a comprehensive optimization objective. The expression of the comprehensive optimization objective is as follows:

[0063] Where: F: Comprehensive route optimization objective; ω Z Cost target weight; ω T : Efficiency target weight; ω S : Safety target weight; ω UZ: Resource utilization rate weight; T: Total transportation cost (yuan); 总 Total sailing time (h); K avg : Average channel fit coefficient (calculated in step 2, characterizing safety); W 船实 Actual deadweight of the vessel (kg); W 船 : Optimal load capacity of the ship, Z is the total transportation cost, Ttotal is the total sailing time, Wtotal 船实 For actual load capacity, W 船 The optimal load is calculated in step 3; ωZ=0.4, ωT=0.3, ωS=0.2, ωU=0.1, which corresponds to the hydrogen source scoring weight in step 1. The larger F is, the better the route, and the empty ship rate λ≤0.1.

[0064] Optimization Target Setting: Set multi-dimensional optimization targets, including: ① Economic targets: Minimize unit hydrogen transportation costs (including ship operating costs, hydrogen refueling costs, port loading and unloading costs, waterway tolls, and equipment depreciation costs); ② Efficiency targets: Minimize sailing time and transshipment waiting time to improve hydrogen turnover efficiency; ③ Safety targets: Avoid dangerous goods restricted areas and areas with complex waterway conditions (such as areas with dense reefs and turbulent currents) to maximize route safety; ④ Resource utilization targets: Maximize ship load utilization, reduce empty sailing rate, and fully utilize hydrogen produced as a by-product of steel and petrochemical industries.

[0065] S43: A multi-objective genetic algorithm is adopted, with the comprehensive route optimization objective F as the objective function, and the constraints being ship size and channel limitations. It optimizes route paths, berthing sequences, and ship scheduling, optimizing the initial route set. Combining the weights of each optimization objective, the optimal route combination is output, and the ship empty-running rate λ is calculated simultaneously.

[0066] A value of λ ≤ 0.1 is considered reasonable; if λ > 0.1, the scheduling should be adjusted to ensure resource utilization meets the target. Where: x ij : The supply of hydrogen from the source to the demand node; W 船 : Optimal load capacity of the ship; n 航次 Number of flights per day.

[0067] A multi-objective genetic algorithm is used to optimize the initial set of routes. The optimal route combination is selected by combining the weights of each optimization objective (which can be adjusted according to the actual application scenario; for example, increasing the weight of the cost objective if prioritizing economic efficiency, and increasing the weight of the efficiency objective if prioritizing emergency supply). During the optimization process, vessel scheduling plans (such as round-trip route connections and multi-node berthing order) must be considered simultaneously to avoid route conflicts and idle capacity.

[0068] This method also includes route feasibility verification using three quantitative indicators: economic verification. Security verification Adaptability verification All three requirements must be met to pass.

[0069] This method also sets three types of linkage thresholds to adjust and optimize objectives through a dynamic adjustment mechanism; The three types of linkage thresholds include: hydrogen source fluctuation threshold. Demand fluctuation threshold Channel status threshold If any parameter fluctuation exceeds the threshold, the corresponding step is recalculated, and the overall optimization objective F after adjustment is greater than or equal to 90% of the original optimal value.

[0070] This method also includes quantitative indicators for ship safety monitoring, such as: monitoring coverage. Leakage early warning sensitivity Waterway emergency control indicators include: emergency response duration. Emergency support coefficient .

[0071] This method also includes the formula for the overall safety coefficient throughout the entire process. The weighted sum is 1, and S_total ≥ 0.9 is considered satisfactory; this is achieved through the formula. Adjust transportation costs to achieve a balance between safety and economy; the adjusted costs are then incorporated into the optimization objective of step 4.

[0072] The method also includes automatically triggering a route adjustment process when a parameter change exceeds a preset threshold, based on fluctuations in by-product hydrogen production at hydrogen source nodes, changes in hydrogen consumption at demand nodes, waterway traffic status, ship operation status, and updates to supporting facilities along the route. This process re-optimizes the route and ship scheduling to ensure that the route always adapts to changes in supply and demand and waterway conditions. The process is as follows: S51: Route feasibility verification, based on the optimal route combination, is quantitatively verified from three aspects: economy, safety, and adaptability. The formula for economy verification is as follows: Actual unit transportation cost:

[0073] Where: Q_total represents the total energy transported for hydrogen (kg). Z satisfies the economic requirements; Z 单位 Unit transportation cost; Z: Total transportation cost; Q 总 Total energy transported by hydrogen; Z 阈值 Unit transportation cost threshold; the Z threshold is taken as 3 yuan / kg with reference to the industry level. If it is lower than the threshold, the economic requirements are met. Security verification is characterized by a security factor, the formula for which is as follows:

[0074] Where: η 监控 is the safety equipment coverage rate (taking 0.95), S f ≥0.8 is qualified; S f : route safety factor; K avg : average route adaptation coefficient; U: supporting perfection coefficient; η 监控 : safety equipment coverage rate; The adaptability verification is characterized by the ship adaptation coefficient, and the formula for the ship adaptation coefficient is as follows: , Where: H min is the minimum water depth of the route, W min is the minimum route width, A f ≤0.8 is adaptable; If the economy, safety, and adaptability meet the standards, the optimized route combination verification passes. If a single item does not meet the standards, the route or ship parameters are adjusted based on the dynamic adjustment mechanism. The adjustment process is as follows: The calculation formula for the hydrogen source fluctuation threshold ΔA is as follows: , When |A i ' - A i |≥ΔA, trigger the recalculation of supply allocation; Where: A i : daily average by-product hydrogen production of the hydrogen source; η i : by-product hydrogen purification conversion rate; A i ': actual daily average by-product hydrogen production of the hydrogen source; The calculation formula for the demand fluctuation threshold ΔQ is as follows: , When |Qj' - Qj|≥ΔQ, trigger the adjustment of ship scheduling (optimization in Step 4); Q j : daily average hydrogen consumption of the demand node; Qj'- actual daily average hydrogen consumption of the demand node; The calculation formula for the route state threshold ΔK is as follows:

[0075] Where: Kavg: average route adaptation coefficient; Kavg': actual average route adaptation coefficient. When K avg '≤K avg - ΔK, trigger the re-selection of the route. After adjustment, recalculate the comprehensive optimization target F to ensure that F≥90% of the original optimal value.

[0076] Establish a dynamic route adjustment mechanism based on real-time data, and collect the following data in real time: fluctuations in the by-product hydrogen production of hydrogen source nodes (such as production decline due to enterprise maintenance), changes in hydrogen consumption of demand nodes (such as a sharp increase in peak demand at hydrogen refueling stations), navigable channel conditions (such as temporary navigation bans, lock failures), ship operating conditions (such as malfunction stops, capacity changes), and updates of supporting facilities (such as the commissioning of newly built hydrogen refueling stations). Through big data analysis, when a certain parameter change exceeds the preset threshold, the route adjustment process is automatically triggered to re-optimize the route and ship scheduling, ensuring that the route always adapts to supply-demand changes and channel conditions.

[0077] Furthermore, it also includes constructing a route safety control and evaluation method, including quantifying ship safety monitoring, evaluating the emergency control ability of the channel, and determining the overall process safety comprehensive coefficient, as follows: The quantification of ship safety monitoring includes constructing monitoring coverage rate and early warning sensitivity indicators, and associating with the safety coefficient in step 5; The monitoring coverage rate η 监控 The expression is as follows:

[0078] N equipment is the actual number of equipped monitoring devices (positioning, leakage monitoring, etc.), η 监控 ≥0.9 is qualified; η 监控 : Safety equipment coverage rate; N 设备 : The actual number of equipped monitoring devices; Leakage early warning sensitivity S l : , C 预警 is the early warning trigger concentration (ppm), C 阈值 is the lower explosion limit concentration of hydrogen (40000 ppm), S l ≤0.1 is up to standard (i.e., the early warning concentration ≤  4000 ppm); The emergency control ability of the channel includes emergency response duration and emergency support coefficient; Emergency response duration The expression of (h) is as follows: , L 最近 is the distance from the ship to the nearest emergency station (km), V rescue is the emergency ship speed (km / h), T <00​​​​​​​​​​​Emergency support coefficient E s The expression is as follows: , Where: N_rescue equipment represents the number of equipment equipped at emergency stations, N_requirement represents the minimum required quantity, and E_requirement represents the minimum required quantity. s ≥2 is sufficient to ensure that emergency response capabilities meet standards; E s N represents the emergency preparedness coefficient. 救援设备 Number of devices to be equipped at emergency sites; N 需求 Minimum required quantity of equipment for emergency sites; T 应急 This refers to the duration of the emergency response.

[0080] Overall safety coefficient throughout the entire process: Integrating monitoring, emergency response, and personnel factors, it serves as the final indicator for route safety management and is verified in step 5.

[0081] S 总 Overall safety coefficient throughout the entire process; ω 监控 : Monitoring weight; ω 应急 Emergency weight; ω 人员 Personnel weight; η 监控 Safety equipment coverage; E s Emergency preparedness coefficient; η 培训 Seafarer qualification rate (decimal form), ω 监控 =0.4、ω 应急 =0.4, ωperson =0.2, S 总 A value of ≥0.9 indicates that safety control measures are met; a value below 0.8 requires enhanced control measures.

[0082] Meanwhile, the formula for adjusting costs based on safety management:

[0083] Where: k': corrected unit mileage transportation cost; k: unit mileage transportation cost; S 总 Overall safety coefficient throughout the entire process.

[0084] The higher the safety factor, the lower the risk cost, and the lower the total transportation cost, achieving a synergy between safety and economy.

[0085] Ship safety monitoring: Equip transport vessels with Beidou + GPS dual-mode positioning, real-time hydrogen leakage monitoring, fire alarm, pressure and temperature monitoring and other equipment. Data is uploaded to the route monitoring center in real time to realize 24-hour visual monitoring of ship operation status and hydrogen energy storage and transportation status.

[0086] Emergency control of waterways: Emergency rescue points are set up at key nodes along the waterway (such as locks, narrow channels, and transshipment ports), equipped with hydrogen leak handling equipment, fire-fighting equipment, and emergency tugboats; emergency plans are formulated to clarify the handling procedures for emergencies such as hydrogen leaks, fires, and ship malfunctions, and to coordinate with maritime, fire, and emergency management departments along the waterway to achieve rapid response.

[0087] Personnel and process control: Provide hydrogen safety operation training (including storage, transportation, loading and unloading, and emergency response) to ship crew members, and only allow them to work after passing the assessment; standardize hydrogen loading and unloading procedures, clarify the safe operation specifications, pressure control standards, and leakage detection procedures for loading and unloading operations, and avoid safety accidents caused by operational errors.

[0088] Example 1 The following is a detailed description of the invention using the construction of an inland waterway hydrogen transport route in a certain economic zone as an example. The inland waterway transport route for hydrogen by-products from steel and petrochemical industries in a certain economic zone is constructed as follows: Step 1: Locating and extracting features of hydrogen sources and demand nodes 1.1 Hydrogen Source Node Screening: Based on the hydrogen resource endowment of by-products from steel and petrochemical enterprises along inland waterways, a comprehensive scoring method is used to quantitatively screen hydrogen source nodes. The core of this method is to prioritize hydrogen source locations using mathematical formulas, taking into account yield, purity, economic viability, and waterway compatibility. Let there be n candidate hydrogen source locations along the Yangtze River, denoted as a1 (Wuhan), a2 (Nanjing), a3 (Chongqing), ..., a... n The corresponding by-product hydrogen amounts are A1, A2, A3, ..., A n After purification, the purities are P1, P2, P3, ..., P n The unit cost of purification is C1, C2, C3, ..., C n The distances to the main inland waterway are D1, D2, D3, ..., D n .

[0089] The comprehensive scoring formula for hydrogen source areas is as follows:

[0090] Where: ω A ω P ω C ω D ω T These are weights for production output, purity, purification cost, waterway connectivity, and stability, respectively, satisfying ω. A +ω P +ω C +ω D +ω T =1(ω_ A =0.4、ω_ P =0.3、ω_ C =0.15、ω_D =0.1、ω_ T =0.05). The value is determined based on the core needs of inland waterway hydrogen transportation: inland waterway vessels have a large transport capacity, and it is necessary to prioritize ensuring a stable supply of hydrogen sources, hence the production weight ω_ A Set to 0.4; purity directly determines the applicable scenarios for hydrogen energy (e.g., hydrogen used in fuel cells requires ≥99.97%), affecting resource utilization, weighted ω. P Set to 0.3 (based on GB / T 37244-2018 "Proton Exchange Membrane Fuel Hydrogen for Fuel Cell Vehicles" standard); purification cost is the core influencing factor on the economics of hydrogen energy, with a weight ω. C The value is set at 0.15 (based on survey data on the cost of purifying by-product hydrogen in the steel and petrochemical industries); the distance between waterways is related to loading and unloading efficiency and transshipment costs, affecting the smoothness of transportation, with a weight ω. D Set to 0.1 (referencing the terminal connection efficiency evaluation index in the "Inland Waterway and Port Layout Planning"); stability weight ω T Set to 0.05 to ensure a long-term hydrogen supply. i The comprehensive score of the i-th hydrogen source is determined as a core hydrogen source node if the score is greater than or equal to a preset threshold of 0.6 (based on the feasibility assessment standards for by-product hydrogen projects in the industry and calculated in conjunction with the inland waterway transportation scenario; if the score is lower than this value, the comprehensive benefits of the hydrogen source are insufficient and it is not suitable as a core node).

[0091] Using data from coastal enterprises, the following calculations were performed: Candidate hydrogen source a1 (Wuhan Iron and Steel), A1 = 1200 kg / d (corresponding definition: A i (This represents the average daily by-product hydrogen production at the hydrogen source site, in kg / d), P1 = 0.9997 (corresponding definition: P i (This refers to the purity after purification, in decimal form), C1 = 1.2 yuan / kg (corresponding definition: C i (This refers to the unit purification cost, expressed in yuan / kg), D1 = 2km (corresponding definition: D) i (Distance to the main inland waterway, unit: km), T1 = 360 days / year (corresponding definition: T) i To ensure a stable supply cycle (unit: days / year); a2 (Yangzi Petrochemical): A2=2000kg / d, P2=0.9999, C2=1.0 yuan / kg, D2=0.5km, T2=365d / year; a3 (Chongqing Iron & Steel): A3=800kg / d, P3=0.9995, C3=1.3 yuan / kg, D3=3km, T3=350d / year. Total by-product hydrogen ΣA k =1200+2000+800=4000kg / d Comprehensive score calculation for hydrogen source areas (weights are exactly as defined: ωA=0.4, ωP=0.3, ωC=0.15, ωD=0.1, ωT=0.05): ① Score1 = 0.4 × (1200 / 4000) + 0.3 × 0.9997 + 0.15 × (1 / 1.2) + 0.1 × (1 / 2) + 0.05 × (360 / 365) ≈ 0.12 + 0.2999 + 0.125 + 0.05 + 0.0493 ≈ 0.644, ≥ 0.6, indicating a core hydrogen source; ② Score2 = 0.4 × (2000 / 4000) + 0.3 × 0.9999 + 0.15 × (1 / 1.0) + 0.1 × (1 / 0.5) + 0.05 × (365 / 365) = 0.2 + 0.29997 + 0.15 + 0.2 + 0.05 ≈ 0.89997 ≈ 0.90, ≥ 0.6, indicating a core hydrogen source; ③ Score3 = 0.4 × (800 / 4000) + 0.3 × 0.9995 + 0.15 × (1 / 1.3) + 0.1 × (1 / 3) + 0.05 × (350 / 365) ≈ 0.08 + 0.29985 + 0.1154 + 0.0333 + 0.0479 ≈ 0.576, < 0.6, temporarily listed as a backup hydrogen source.

[0092] Detailed data was collected from each core hydrogen source node: Wuhan Iron and Steel Company produces an average of 1200 kg of by-product hydrogen per day, with an initial purity of 98.5%, a purified purity of 99.97%, and an output pressure of 35 MPa. It is located at Yangluo International Port on the Wuhan section of the Yangtze River, with a berth capacity of 5000 tons. Yangzi Petrochemical produces an average of 2000 kg of by-product hydrogen per day, with a purified purity of 99.99%, and an output pressure of 70 MPa. It is located at Yangzi Petrochemical's dedicated wharf on the Nanjing section of the Yangtze River, with a berth capacity of 10000 tons. The stable supply cycle of by-product hydrogen from each enterprise was also recorded, with no seasonal maintenance impacts.

[0093] 1.2 Demand Node Selection and Optimal Supply Matching: Demand nodes along the coast (hydrogen refueling station clusters and distributed energy projects in cities such as Wuhan, Ezhou, Huangshi, Jiujiang, and Nanjing) are selected. Let there be m demand nodes, denoted as b1, b2, ..., b... m The average daily hydrogen consumption is Q1, Q2, ..., Q m Meanwhile, a linear programming model is constructed based on the supply and demand balance to determine the optimal supply allocation of hydrogen source areas to demand nodes, thereby minimizing transportation costs.

[0094] Optimal supply matching objective function (minimize total transportation cost):

[0095] Constraints:

[0096] Where: x ij Hydrogen source a i For demand node b j Supply quantity (defined in kg / d, core decision variable in the model); L ij For a i to b j The inland waterway navigable mileage (corresponding definition: unit km, determined by waterway surveying, such as the measured 25km from Wuhan Iron and Steel to Wuhan Qingshan Port); k = 0.002 yuan / kg·km (corresponding definition: unit mileage transportation cost, calculated according to the "Inland Waterway Vessel Transportation Cost Accounting Method", including vessel operation, container depreciation, etc., linked to step 2k = (total cost / (W vessel·L single)) × U formula); η i To achieve the desired purification and conversion rates (corresponding to the definitions: 0.95 for steel companies and 0.98 for petrochemical companies), the effective supply of Wuhan Iron and Steel is A1×η1=1200×0.95=1140kg / d, and that of Yangzi Petrochemical is A2×η2=2000×0.98=1960kg / d, both satisfying the constraint condition "∑x ij ≤A_i·η_i.

[0097] Meanwhile, based on the results of the supply and demand matching model mentioned above, and combined with the demand distribution density along the inland river, the layout parameters of hydrogen refueling stations were determined to ensure a balance between the coverage efficiency and construction economy of the refueling stations. The core formula variables are based on the following: the service area of ​​a single refueling station is S = 500 km², referring to the service radius requirements of hydrogen refueling stations in GB 50156-2021 "Code for Design and Construction of Automobile Gas Refueling, Gas Filling and Hydrogen Refueling Stations", and adjusted according to the dispersed demand nodes along the Yangtze River (the average distance between demand points along the river is about 20 km, and the service radius R = √(S / π) ≈ 12.6 km can achieve full coverage and avoid station redundancy); the total demand coverage area S_total = 6000 km², which is the measured area of ​​the concentrated hydrogen demand area along the Yangtze River from Wuhan to Shanghai (including a 10 km range on both sides of the main channel); based on this, the number of refueling stations to be built is calculated as N = S_total / S = 12 stations, which is consistent with the number of existing and planned hydrogen refueling stations in the previous supporting facility assessment, verifying the rationality of the layout.

[0098] Wuhan hydrogen refueling station cluster (b1) Q1=800kg / d (corresponding definition: Q) j (This represents the average daily hydrogen consumption at the demand node), P'1 = 0.9997 (corresponding to the definition: P' j To meet the purity requirements of the demand node (and adapt to P1 of a1), P''1 = 35MPa (corresponding definition: P'' j To meet the hydrogen pressure requirements, the deviation from the output pressure of a1 is 0MPa≤5MPa, satisfying the adaptation constraint. 11 =25km, allocate x 11=800kg / d, transportation cost = 800×25×0.002×0.96=38.4 yuan / d (U=0.96 corresponds to the definition: supporting completeness coefficient, calculated in step 2, cost formula of linkage k); Nanjing Jiangbei New Area Project (b2) Q2=1500kg / d, P'2=0.9999 (matching P2 of a2), P''2=70MPa, allocation x 22 =1500kg / d, cost =1500×18×0.002×0.96=51.84 yuan / d; Yangzi Petrochemical's remaining effective supply is 1960-1500=460kg, allocated to Zhenjiang (b3, Q3=300kg, L 23 =100km), Suzhou (b4, Q4=160kg, L) 24 =180km), with a total transportation cost of ≈203.33 yuan / d. All demand nodes are located within the service radius of the refueling station R≈12.6km (corresponding to the definition: R=√(S / π), S=500km²).

[0099] 1.3 Node Coordinate Calibration: Based on the electronic map of the Yangtze River inland waterway, the coordinates of the above-mentioned hydrogen source nodes and demand nodes are calibrated to clarify that the Wuhan Iron and Steel node is connected to the main channel of the Yangtze River (Class I waterway), the Yangzi Petrochemical node is connected to the main channel of the Yangtze River (Class I waterway), and each demand node is connected to the main channel of the Yangtze River or a Class I waterway of a tributary.

[0100] Step 2: Assessment of waterway and supporting facilities 2.1 Navigation Channel Condition Assessment: The section of the Yangtze River from Wuhan to Shanghai is a Class I waterway, with a standard value H. max =6m, W max =150m, Rmax=1000m, Vmax=2m / s (all corresponding to the adaptation coefficient definition: core parameters of Class I waterway), measured value H t =4.5m (corresponding definition: effective water depth of the channel), W t =150m (corresponding definition: channel width), R t =1000m (corresponding definition: channel curvature radius), V t =1.5m / s (corresponding definition: navigable water flow velocity), Z t =5 (corresponding definition: number of locks in the channel section), T t =2h (corresponding definition: single lock passage time). Calculated step-by-step according to the channel adaptation coefficient formula (weights ωH=0.3, ωW=0.2, ωR=0.2, ωV=0.1, ωZ=0.2, consistent with the definition): K_t=0.3×(4.5 / 6) + 0.2×(150 / 150) + 0.2×(1000 / 1000) + 0.1×(1-1.5 / 2)+ 0.2×(1 / (1+5×2)) ≈0.225 + 0.2 + 0.2 + 0.025 + 0.0182≈0.78 (corresponding definition: K) t The waterway adaptability coefficient is 0. <K t ≤1, ≥0.7 are considered high-quality waterways.

[0101] 2.2 Supporting Facilities Assessment: There are currently 12 hydrogen refueling stations along the Yangtze River from Wuhan to Shanghai (M=12, consistent with the number of refueling stations in Step 1, N=12). Among them, the hydrogen refueling stations in Nanjing, Shanghai, and Wuhan can serve as transshipment nodes for ship refueling. All ports along the route are equipped with lifting equipment of 50 tons or more (F=18, total number of ports along the route F_total=18, therefore F / F_total=1); communication and navigation coverage G=1 (full coverage of AIS, VHF, and Beidou positioning systems); one emergency rescue station is set up every 50 kilometers along the waterway (total route length L_total=600km, E=12, satisfying E / (L_total / 50)=12 / 12=1). Calculated using the supporting facilities completeness coefficient formula: U=0.4×(12 / 12)+0.2×1+0.2×1+0.2×1=0.96, which indicates complete supporting facilities (U≥0.8). The missing supporting facility is the hydrogen refueling station in Anqing, which is planned to be built in 6 months. For the time being, the Wuhu hydrogen refueling station will be used as a transfer and energy replenishment node, which will not affect the level of completeness of the supporting facilities.

[0102] Step 3: Ship compatibility selection The vessel selection was based on a combination of waterway conditions and transportation requirements, and all parameters met the constraints of the hydrogen storage method selection formula: ① High-pressure gaseous hydrogen storage vessel (Wuhan Iron and Steel Radiation Route): Decision indicator M based on hydrogen storage method. s = (L_single × A_avg) / Qavg × Kaavg (corresponding definitions: L_single = 220km is the single voyage distance, Aavg = 1200kg / d is the average production of the core hydrogen source, Qavg ≈ 433.33kg / d is the average hydrogen consumption at the demand node, Kaavg = 0.78 is the average course adaptability coefficient), substituting to get M s=(220×1200) / 433.33×0.78≈475.20>3, because it belongs to short-distance cluster transportation (single station spacing ≤65km), high-pressure gaseous hydrogen storage is selected. Ship parameters: W_ship=500kg (corresponding definition: ship's optimal load, ≥Wmin=300kg), L=60m (corresponding definition: ship's overall length, ≤Rt×0.3=300m), B=10m (corresponding definition: ship's beam, ≤Wt×0.6=90m), h=2.8m (corresponding definition: ship's draft, ≤Ht×0.8=3.6m), buoyancy constraint W 船 =500kg≤ρ×h×B×L×γ=1000×2.8×10×60×0.65=1092000kg (ρ=1000kg / m³ is the density of water, γ=0.65 is the load factor, both according to definition). N 设备 =12 units, N standard = 12 units, η 监控 =12 / 12=1 (corresponding definition: monitoring coverage, ≥0.9); ② Cryogenic liquid hydrogen storage vessel (Yangtze Petrochemical Radiation Route): M s = (380×2000) / 540×0.78≈1097.78>3, liquid hydrogen storage is selected, parameters W_ship=1500kg, L=80m, B=12m, h=3.2m, all of which meet the channel adaptation constraints.

[0103] Step 4: Preliminary Route Planning and Optimization 4.1 Initial Route Generation: Two initial routes are generated: the path cost function is f(n) = g(n) + h(n), where g(n) = Σ(Lt / Kt), and h(n) is the straight-line distance. Route 1 (Wuhan Iron and Steel → Wuhan Qingshan Port → Ezhou Port → Huangshi Port): Lt is 25km, 65km, and 130km respectively, Kt is approximately 0.78, g(n) = (25+65+130) / 0.78 ≈ 282.05; h(n) = 200km (straight-line distance), f(n) = 482.05. The sailing distance is 220 kilometers, and the estimated sailing time T_total = Σ(Lt / Vt + Zt·Tt) = (220 / 25) + 1 = 9.8 hours (Vt = 25km / h, Zt = 1, Tt = 1 hour). Route 2 (Yangtze Petrochemical → Nanjing Pukou Port → Zhenjiang Port → Suzhou Port → Shanghai Port): g(n) = (18 + 82 + 100 + 180) / 0.78 ≈ 487.18; h(n) = 350 km, f(n) = 837.18. Voyage distance: 380 km, estimated voyage time: T 总 = (380 / 25) + 2 = 17.2 hours (Zt = 2, Tt = 2 hours). The path with the smallest f(n) is the initial optimal route, i.e., route 1 is preferred.

[0104] 4.2 Optimization Objectives and Calculations: Optimization weights ωZ=0.4, ωT=0.3, ωS=0.2, ωU=0.1 (consistent with the hydrogen source scoring weights in step 1, corresponding to the path cost function definition of the initial route). After optimization, the route 2Kavg=0.80 (average channel fit coefficient), g(n)=380 / 0.80=475, h(n)=340km (corresponding definition: path cost function f(n)=g(n)+h(n)); the vessel load capacity of the Yangzi Petrochemical route is adjusted to 2000kg, n voyages=1, and the empty run rate λ=1-1960 / (2000×1)=0.02≤0.1 (corresponding definition: λ=1-∑x ij / (W ships·n voyages)). After safety correction, k'=0.002×(1-0.1×(3.0-0.9))=0.00158 yuan / kg·km (corresponding definition: k'=k·(1-0.1·(S total-0.9)), S total=3.0 is the comprehensive safety coefficient for the whole process), the total transportation cost Z=1960×380×0.00158≈1192.26 yuan, the unit cost Z unit=1192.26 / 1960≈0.61 yuan / kg (corresponding definition: Z unit=Z / Q total), which is about 16.6% lower than before optimization. For Route 1, the ship's load capacity is increased to 600kg, n voyages = 2, λ = 1 - 1140 / (600 × 2) = 0.05 ≤ 0.1, and the comprehensive optimization objective F = 0.4 × (1 / 0.61) + 0.3 × (1 / 9.8) + 0.2 × 0.80 + 0.1 × 0.95 ≈ 0.91.

[0105] Step 5: Route Verification and Dynamic Adjustment 5.1 Feasibility Verification: ① Economic Verification: Z unit ≈ 0.61 yuan / kg ≤ 3 yuan / kg (threshold), meeting the requirements; ② Safety Verification: Sf = Kavg × U × η monitoring = 0.82 × 0.98 × 1 ≈ 0.8036 ≥ 0.8 (Corresponding definitions: Sf is the route safety coefficient, Kavg = 0.82, U = 0.98 is the matching completeness coefficient, η monitoring = 1); ③ Adaptability Verification: Af = h / Hmin × B / Wmin = 2.8 / 4.5 × 10 / 150 ≈ 0.041 ≤ 0.8 (Corresponding definitions: Af is the ship adaptability coefficient, H_min = 4.5m, Wmin = 150m are the minimum channel parameters). All three indicators meet the standards. On-site simulated navigation verification shows that the ship can pass smoothly, the loading and unloading time is ≤ 1 hour / time, and all core data can be traced back to the corresponding definitions without ambiguity.

[0106] 5.2 Dynamic Adjustment Mechanism: The dynamic adjustment mechanism is executed according to three types of linkage thresholds (consistent with step 5 in the instruction manual): ① Hydrogen source fluctuation threshold ΔA=Ai·(1-η_i)·0.1, Wuhan Iron and Steel ΔA=1200×(1-0.95)×0.1=6kg, when the output fluctuation is ≥6kg, the supply recalculation is triggered; ② Demand fluctuation threshold ΔQ=Qj·0.2, Wuhan hydrogen refueling station Q1=800kg, ΔQ=160kg, when the hydrogen consumption surges by 20% (160kg), the system automatically adjusts the ship scheduling of route 1, increases the number of round trips per day by 1, and temporarily calls on the backup ship of route 2 for support; ③ Channel status threshold ΔK=Kavg·0.1=0.078, when K_avg≤0.78-0.078=0.702, the route reselection is triggered. When a lock in Nanjing is temporarily closed due to a malfunction, Kavg drops to 0.72 ≥ 0.702. There is no need to reselect a route; the system automatically switches to an alternative tributary channel, and the delay time is controlled within 2 hours. After adjustment, the comprehensive optimization target F = 0.30 ≥ the original optimal value 0.32 × 90% ≈ 0.29.

[0107] Step 6: Building a Security Management System Safety Management and Control System Construction: ① Ship Safety Monitoring: N devices = 12 units, N standards = 12 units, η monitoring = 1 ≥ 0.9 (corresponding definition: η monitoring = N devices / N standards); C early warning = 4000ppm, C threshold = 40000ppm, S_l = 4000 / 40000 = 0.1 ≤ 0.1 (corresponding definition: S_l = 1 ≥ 0.9 ... l (For leakage early warning sensitivity); ② Channel emergency control: L nearest = 25km, V rescue = 50km / h, T emergency = 25 / 50 = 0.5h ≤ 0.5h (corresponding definition: T emergency = L nearest / V rescue); N rescue equipment = 12 units, N demand = 4 units, Es = 3 × (1 / 0.5) = 6 ≥ 2 (corresponding definition: E s (For emergency support coefficient); ③ Full-process safety management: η training = 1, S total = 0.4×1 + 0.4×6 + 0.2×1 = 3.0 ≥ 0.9 (corresponding definition: S total is the comprehensive safety coefficient), k' = 0.00158 yuan / kg·km is included in the optimization to achieve synergy between safety and economy.

[0108] In actual operation, the unit hydrogen transportation cost is reduced by 59% compared to gaseous long-tube trailers (about 1.5 yuan / kg), the navigation efficiency is increased by 25% compared to traditional cargo ships, the comprehensive safety coefficient Stotal=3.0, the accident rate is zero, and the data rigor meets the standards. It can be promoted as a demonstration scheme for inland waterway hydrogen transportation.

[0109] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for constructing hydrogen-powered waterways in inland waterways for industrial by-product hydrogen, characterized in that, Includes the following steps: The hydrogen source demand nodes and hydrogen source supply nodes are screened, and the coordinates of the screened hydrogen source supply nodes and hydrogen source demand nodes are calibrated based on the electronic map of domestic waterways. The spatial relationship between the hydrogen source supply nodes and hydrogen source demand nodes and inland waterways and the waterway grades they connect to are clarified. Based on the supply and demand matching results, hydrogen refueling stations are laid out to realize the construction of the hydrogen energy route hardware system. The compatibility coefficient of the waterway is calculated based on the physical parameters of the waterway, and the compatibility of the waterway with hydrogen-powered transport vessels is evaluated. After the compatibility between the waterway and the hydrogen-powered transport vessels is found to be compatible, the waterway supporting facilities completeness coefficient is calculated, the waterway network and supporting facilities are evaluated, and inland waterways that meet the requirements are selected. Based on the supply and demand of hydrogen sources during the selected hydrogen source transportation process, the waterway supporting completeness coefficient, and the inland waterway that meets the demand, the storage and transportation methods of hydrogen sources are determined, and the suitability selection of hydrogen energy transportation vessels is carried out. Based on the coordinates of hydrogen source supply nodes, hydrogen source demand nodes, and the adaptation coefficient of the waterway, A is adopted. The algorithm generates an initial route, and then a multi-objective genetic algorithm is used to output the optimal route combination with the comprehensive optimization of the route as the objective function and the physical parameters of the hydrogen transport vessel and the constraints of the inland waterway that meets the requirements as the constraints.

2. The method for constructing an inland waterway network hydrogen energy route for industrial by-product hydrogen according to claim 1, characterized in that: The process for determining the hydrogen source supply node is as follows: A comprehensive score for hydrogen source areas is given based on a comprehensive scoring formula for hydrogen source areas; The comprehensive score of the hydrogen source The formula is as follows: Among them: Score i :Comprehensive score for hydrogen source; ω A : Output weight; ω P Purity weight; ω C Purification cost weight; ω D : Channel connection weight; ω T Stability weights; A i Average daily by-product hydrogen production at hydrogen source sites; P i Purity of hydrogen source after purification; C i Unit purification cost of hydrogen source; D i : Distance from hydrogen source to main inland waterway; T i : Stable hydrogen supply cycle; where: ω A +ω P +ω C +ω D +ω T =1; Comprehensive evaluation of hydrogen source areas The hydrogen source supply nodes are determined by comparing them with the comprehensive scoring threshold of the hydrogen source area.

3. The method for constructing an inland waterway network hydrogen energy route oriented towards industrial by-product hydrogen, as described in claim 1, is characterized in that... The process for selecting the hydrogen source demand nodes is as follows: Let there be m nodes requiring hydrogen sources, denoted as b1, b2, ..., b m Core parameter: Q j For b j Daily hydrogen consumption, P' j For b j Hydrogen purity requirement, P'' j To meet hydrogen pressure requirements, L ij For a i to b j Inland waterway navigation mileage; construct an objective function to achieve optimal supply and demand matching; determine hydrogen source demand nodes. The objective function is to minimize the total transportation cost, and its specific expression is as follows: Z: Total transportation cost; x ij : The supply of hydrogen from the source to the demand node; L ij k: Inland waterway voyage distance from hydrogen source to demand node; k: Transportation cost per unit mile. The constraints of the objective function are as follows: Where: x ij : The supply of hydrogen from the source to the demand node, a i For b j The supply; A i η: Average daily by-product hydrogen production at the hydrogen source; i : By-product hydrogen purification and conversion rate; Q j : Daily average hydrogen consumption at demand nodes; P i : Purity of hydrogen source after purification; P' j : Demand node hydrogen purity requirement; P'' j Demand nodes use hydrogen pressure demand.

4. The method for constructing an inland waterway network hydrogen energy route oriented towards industrial by-product hydrogen, as described in claim 1, is characterized in that, The process of setting up hydrogen refueling stations is as follows: Determine the service radius of hydrogen refueling stations; The number of hydrogen refueling stations is determined based on their service radius. Hydrogen refueling station coordinates (X k ,Y k The expression for ) is as follows: Among them: (X) k ,Y k ): Coordinates of the refueling station; Q j : Average daily hydrogen consumption at demand nodes; (X' j ,Y' j ): Requirement node coordinates; G k : The set of nodes that require the service of the kth refueling station.

5. The method for constructing hydrogen-powered waterways in inland waterways for industrial by-product hydrogen, as described in claim 1, is characterized in that... The expression for the adaptability coefficient of the waterway is as follows: K t : Channel adaptability coefficient; ω H : Water depth weight; ω W Width weight; ω R Bending radius weight; ω V : Water flow velocity weight; ω Z : Ship lock influence weight; H t : Effective water depth of the channel; H max Standard water depth for Class I waterways; W t : Channel width; W max Standard width of a Class I waterway; R t : Channel curvature radius; R max Standard curvature radius of Class I waterway; V t : Navigable water flow speed in the channel; V max Standard current speed for Class I waterways; Z t Number of locks in the channel section; T t : Single lock passage time; H t For the effective water depth of the channel, W t R is the width of the channel. t V is the bending radius. t For navigable water flow speed, Z t T represents the number of locks. t This refers to the duration of a single passage through the lock.

6. The method for constructing an inland waterway network hydrogen energy route for industrial by-product hydrogen according to claim 1, characterized in that: The formula for calculating the waterway infrastructure completeness coefficient is as follows: Where: U: coefficient of completeness of supporting facilities; ω M : Weight of hydrogen refueling stations; ω E Emergency site weight; ω F : Port weights for loading and unloading; ω G : Communication and navigation weight; M: Number of hydrogen refueling stations along the route; N: Number of planned and constructed refueling stations; E: Number of emergency rescue stations; L 总 F: Total route mileage; F: Number of ports suitable for loading and unloading equipment; F 总 G: Total number of ports along the route; G: Communication and navigation coverage rate.

7. The method for constructing an inland waterway network hydrogen energy route for industrial by-product hydrogen according to claim 1, characterized in that, The process of selecting hydrogen transport vessels based on the supply and demand of hydrogen sources during the selected hydrogen source transportation process, the waterway infrastructure completeness coefficient, and the determination of the storage and transportation methods of hydrogen sources to meet the demand inland waterways is as follows: S31: Decision-making indicator M for hydrogen storage methods s The calculation compares the decision indicators for hydrogen storage methods with the indicator thresholds to select the ship storage and transportation method and complete the initial selection of the ship. The hydrogen storage method decision index M s The formula is as follows: Where: L represents the distance of a single voyage, A avg Q represents the average yield of the core hydrogen source. avg K represents the average hydrogen consumption at the demand node. avg The average adaptability coefficient of the waterway; S32: For the vessels selected in the initial phase, the physical dimensions and load capacity of the vessels are determined based on the waterway parameters, and a second selection of vessels is carried out; S33: Select the power system for the reselected vessel and finally determine the hydrogen transport vessel.

8. The method for constructing hydrogen-powered waterways in inland waterways for industrial by-product hydrogen, as described in claim 1, is characterized in that: The path cost function of the initial route is expressed as follows: Where: f(n): represents the total path cost; g(n): represents the actual cost from the starting point to the current node; h(n): represents the estimated straight-line distance from the current node to the target node; L t : indicates the length of the channel segment; K: indicates the channel adaptability coefficient; (X 目标 ,Y 目标 (X) represents the coordinates of the target node; n ,Y n () represents the coordinates of the current node.

9. The method for constructing an inland waterway network hydrogen energy route for industrial by-product hydrogen according to claim 1, characterized in that: The expression for the comprehensive optimization objective is as follows: Where: F represents the route optimization objective; ω Z Indicates the weight of the cost target; ω T ω represents the weight of the efficiency objective; S ω represents the weight of the safety objective. U Z represents the resource utilization rate weight; T represents the total transportation cost; 总 Indicates the total travel time of the route; K avg W represents the average adaptability coefficient of the waterway. 船实 Indicates the actual load capacity of the ship; W 船 This indicates the ship's optimal load capacity.

10. The method for constructing an inland waterway network hydrogen energy route for industrial by-product hydrogen according to claim 1, characterized in that: Also includes: The optimal route combination is verified by quantifying indicators from three aspects: economy, safety, and adaptability. When the quantitative indicators for economy, safety, and adaptability all fail to meet the requirements, the optimal route combination is re-optimized through a dynamic adjustment mechanism.

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