Multi-energy Management of Maritime Grids
Case 2: Only the first-stage optimization is considered
7.4 Typical Problems 165
Fig. 7.12 Power flow via bi-directional AC/DC converter, reprinted from [28], open access
(2) Case study
To verify the effectiveness of the proposed method, different cases are formulated as follows.
Case 1: Two-stage optimization is considered, meanwhile the joint constraints are
Fig. 7.13 SOC of battery, reprinted from [28], open access
(2.2) Multiple energy flows
In this seaport microgrid, various energy carriers are working coordinately to enhance operation flexibility. To show those coordinations, the power of CHP is shown in Fig.7.14, the power of heat storage is shown in Fig.7.15, the power of cooling storage is shown in Fig. 7.16, and the power of power-to-gas facility is shown in Fig.7.17.
Fig. 7.14 Power of CHP, reprinted from [28], open access
7.4 Typical Problems 167
Fig. 7.15 Power of heat storage, reprinted from [28], open access
Fig. 7.16 Power of cooling storage, reprinted from [28], open access
From Fig.7.11d and e, there are two demand impulses of both heat and cooling demands int=6, 7 h. The CHP responds to those demand impulses and consumes the gas to produce electricity and heat. The heat energy is stored and both the heat and cooling storages are discharging in this period to satisfy the demand, which is shown as the great valleys in their energy curves in Figs.7.15and7.16. After that, CHP is shut-down since the total electricity demand is limited. The thermal demands are then met by the coordination of thermal storage and the gas boiler.
Fig. 7.17 Power of P2G equipment, reprinted from [28], open access
It should be noted that whent=10–15 h, the temperature increases and requires great air-conditioning power demand. While in this time period, the PV power is also in its peak-hours. Then the PV power is converted to gas for the gas boiler to meet the air-conditioning power demand, which is shown as in Fig.7.17.
The above results show that different energy carriers can be coordinated flexibly in a seaport microgrid. The excess electricity can be converted to gas for thermal demand. With the interactions between different energy carriers, the electric and thermal demand can both be satisfied and the flexibility can be enhanced.
(2.3) Electric and gas trucks
The energy demand of trucks is quite important in future seaport since they play a major role for cargo lifting and transporting. However, before the completed elec- trification of vehicles, the gas trunks and electric trunks will both exist in seaport microgrid. To satisfy their energy demands, the electric and gas sub-systems of seaport microgrid should be operated in coordination, respectively. In this case, the equivalent energy of gas trucks are shown in Fig.7.18, and the charging power of electric trucks are shown in Fig.7.19.
From Fig.7.18, the energy peaks of gas vehicles aret=10–15 h and 20–24 h. The first peak period corresponds to the working hours, and the second is the vehicles coming back for charging. From the results in Fig.7.19, the charging patterns are more periodic with three peak hours, i.e.,t=10–15, 16–18, and 20–24 h. From the above results, both the gas and electricity demands of trunks can be satisfied.
7.4 Typical Problems 169
Fig. 7.18 Equivalent energy of gas vehicles, reprinted from [28], open access
Fig. 7.19 Charging power of electric trunks, reprinted from [28], open access
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