本文關鍵詞：港區(qū)堆場集裝箱垂直運輸用能結構改造最優(yōu)策略　出處：《交通運輸工程學報》2014年01期 　論文類型：期刊論文

  更多相關文章： 港口運輸 輪胎式集裝箱門式起重機 動態(tài)優(yōu)劃 用能結構 碳排放 設備更新

【摘要】：基于動態(tài)規(guī)劃理論,以場橋壽命期內的總成本最小為目標函數(shù),以碳排放量和投資成本為約束條件,考慮了場橋營運成本和碳排放的動態(tài)變化,建立了港區(qū)堆場集裝箱垂直運輸用能結構改造的離散型動態(tài)規(guī)劃模型。通過逆序法進行求解,確定了用能結構改造的最優(yōu)策略。計算結果表明:當輪胎式集裝箱門式起重機役齡為1年時,應在第6年年初完成用能結構改造,最優(yōu)策略下單場橋壽命期內總成本為937.66萬元;當輪胎式集裝箱門式起重機役齡為2年時,應在第5年年初完成用能結構改造,最優(yōu)策略下單場橋壽命期內總成本為958.59萬元;當輪胎式集裝箱門式起重機役齡大于等于3年時,應在第2年年初完成用能結構改造,最優(yōu)策略下單場橋壽命期內總成本為967.33萬元;當碳排放量限額值小于等于100t時,應立即進行用能結構改造;當碳排放量限額值大于400t時,應在第6年年初完成改造,相當于不需考慮碳排放約束。碳排放成本僅占營運成本的0.6%~0.7%,對決策的影響較小,建議通過提高碳稅價格或施加碳排放總量限額的方法減少碳排放。
[Abstract]:Based on the dynamic programming theory, taking the minimum total cost in the lifetime of the field bridge as the objective function and the carbon emission and investment cost as the constraint conditions, the dynamic changes of the operating cost and carbon emission of the field bridge are considered. A discrete dynamic programming model for the transformation of energy consuming structure of container vertical transportation in port yard is established and solved by inverse sequence method. The optimal strategy for the transformation of the energy-using structure is determined. The results show that the transformation of the energy-using structure should be completed at the beginning of the sixth year when the service age of the tyre type container gantry crane is one year. The total cost of the optimal strategy is nine million three hundred and seventy-six thousand and six hundred yuan during the lifetime of the bridge; When the service age of the tire container gantry crane is 2 years, the transformation of the energy-using structure should be completed at the beginning of the fifth year, and the total cost of the optimal strategy is nine million five hundred and eighty-five thousand and nine hundred yuan during the bridge life of the order yard. When the service age of the tire container gantry crane is more than 3 years, the transformation of the energy-using structure should be completed at the beginning of the second year, and the total cost of the optimal strategy is nine million six hundred and seventy-three thousand and three hundred yuan during the bridge life of the order yard. When the carbon emission limit value is less than 100 t, the energy use structure should be reformed immediately. When the carbon emission limit is greater than 400t, the modification should be completed at the beginning of the sixth year, which is equivalent to not considering the carbon emission constraint. The carbon emission cost only accounts for 0.6% 0.7% of the operating cost. It is suggested that carbon emissions be reduced by raising the price of the carbon tax or imposing a cap on the total amount of carbon emissions.
【作者單位】： 大連理工大學水利工程學院;
【基金】：國家自然科學基金項目(51079022,51309049)
【分類號】：U653.93
【正文快照】： 0引言港口作為能源密集型行業(yè),其能源消耗量和碳排放量均較高。交通運輸部交政法發(fā)[2011]315號文件《公路水路交通運輸節(jié)能減排“十二五”規(guī)劃》設定港口碳排放強度指標:與2005年相比,港口生產(chǎn)單位吞吐量二氧化碳排放下降10%。隨著燃油價格的攀升以及國家節(jié)能減排的要求,港內

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本文編號：1435878