考虑分时电价的电动船舶换电站选址与经济航速优化方法

潘鹏程; 邢天威

doi:10.3963/j.jssn.1674-4861.2025.06.016

考虑分时电价的电动船舶换电站选址与经济航速优化方法

doi: 10.3963/j.jssn.1674-4861.2025.06.016

潘鹏程^{1, 2, ,},
邢天威^{1, 2}

1.
三峡大学电气与新能源学院湖北宜昌 443002
2.
三峡大学新能源微电网湖北省协同创新中心湖北宜昌 443002

基金项目:

国家自然科学基金项目 52307109

国家水运安全工程技术研究中心开放基金项目 B2022002

详细信息

通讯作者:
潘鹏程（1990—），博士，讲师. 研究方向：新能源船舶、新型电力系统等. E-mail：pcpan@whut.edu.cn

中图分类号: U692.3
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- 文章访问数: 9
- HTML全文浏览量: 6
- PDF下载量: 1
- 被引次数: 0
出版历程
- 收稿日期: 2025-07-25
- 网络出版日期: 2026-03-13

Optimal Siting of Electric Ship Battery Swap Stations and Economic Speed Optimization Considering Time-of-Use Electricity Pricing

PAN Pengcheng^{1, 2
, ,},
XING Tianwei^{1, 2}

1.
College of Electrical Engineering and New Energy, China Three Gorges University, Yichang 443002, Hubei, China
2.
Hubei Collaborative Innovation Center for New Energy Micro-grid, China Three Gorges University, Yichang 443002, Hubei, China

摘要

摘要: 针对内河电动船舶运营中换电站选址与航行速度分离决策所导致的补能成本高、航行效率低的问题，研究了分时电价约束下换电站布局与航速协同优化方法，构建了1个双层多目标优化模型以统一刻画基础设施规划与船舶运行调度之间的耦合关系。模型上层以最小化换电站建设与运维成本、最大化船舶在电价谷时段完成补能的比例为目标，通过二元选址变量与站间距约束确定换电站空间布局；模型下层在给定选址结果下，以最小化总航行时间与换电成本为目标，对各航段航速进行连续优化。针对箱式换电模式下分时电价对船舶运营成本的实际传导特征，引入换电站充电时间窗口折算机制，将分时电价由船舶到站时刻修正为站端历史充电行为对应的等效结算电价，从而修正了传统航速优化中能耗-成本的计算方式。模型同时考虑电池容量更新、最大放电深度、换电触发条件，及分段限速等约束，以保证优化结果的工程可行性与通航合规性。以长江航线为例，对3类典型纯电动船舶进行仿真分析。结果表明：在满足续航与安全航速约束的前提下，协同优化方案在减少1座换电站建设数量的同时，可使典型船舶在不同出发时刻下的单航次补能成本降低4 000~7 000元，平均降幅约为14%，总航行时间缩短15~23 h，平均缩短比例约为9%；相较于固定航速运行方式，协同优化后的航速方案可进一步实现补能成本减少25 000~80 000元，平均降幅约为45%，航行时间缩短16~21.5 h，平均缩短比例约为9%。在不同船型与典型出发时间组合条件下，系统平均航行时间缩短约19.5 h，补能成本降低约55%，验证了分时电价约束下选址-航速协同优化在提升电动船舶换电系统经济性与运行效率方面的有效性。
- 水路运输 /
- 换电站选址 /
- 航速优化 /
- 多目标优化 /
- 电动船舶 /
- 分时电价
Abstract: High energy replenishment cost and low navigation efficiency in inland electric vessels are caused by decoupled decisions on battery swap station siting and cruising speed selection. To address this issue, a coordinated optimization method for swap station layout and sailing speed under time-of-use electricity pricing is investigated. A bi-level multi-objective optimization model is established to describe the coupling between infrastructure planning and vessel operation. At the upper level, the construction and operation costs of battery swap stations are minimized while maximizing the proportion of energy replenishment completed during off-peak electricity periods, using binary siting variables and inter-station distance constraints. At the lower level, given the siting results, cruising speeds on each route segment are continuously optimized to minimize total sailing time and energy replenishment cost. Considering the practical cost transmission characteristics of time-of-use pricing under containerized battery swapping, a charging time-window conversion mechanism is introduced. Electricity prices are converted from vessel arrival times to equivalent settlement prices based on station-side historical charging behavior, thereby revising the conventional energy-cost relationship in speed optimization. Constraints on battery capacity updating, maximum depth of discharge, swap triggering conditions, and segmented speed limits are incorporated to ensure engineering feasibility and navigational compliance. A case study on the Yangtze River involving three representative pure electric vessels is conducted. Results show that, while satisfying endurance and safety speed constraints, the coordinated scheme reduces one swap station and decreases single-voyage replenishment cost by 4000 to 7000 CNY, with an average reduction of 14%, while total sailing time is shortened by 15 to 23 hours. Compared with fixed-speed operation, the optimized speed strategy further reduces replenishment cost by 25 000 to 80 000 CNY, with an average reduction of 45%, and shortens sailing time by 16 to 21.5 hours. Across different vessel types and departure times, the system-level average sailing time is reduced by 19.5 hours and replenishment cost is reduced by approximately 55%. The results confirm that siting-speed coordinated optimization under time-of-use electricity pricing effectively improves the economic performance and operational efficiency of inland electric vessel battery swapping systems.
- Waterway transportation /
- battery swap station location /
- speed optimization /
- multi-objective optimization /
- electric ships /
- time-of-use electricity pricing

HTML全文

图 1 船舶换电站示意图

Figure 1. Schematic diagram of a ship's battery exchange station

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图 2 模型框架图

Figure 2. Model framework diagram

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图 3 标准吃水条件下典型内河电动集装箱船的能耗曲线图

Figure 3. Typical energy consumption curve of inland electric container ships under standard water intake conditions

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图 4 航路图

Figure 4. Route map

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图 5 候选站址名称及间距

Figure 5. Candidate site names and spacing

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图 6 优化选址结果

Figure 6. Optimization location results

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图 7 实际折算电价及其对应的电价覆盖率

Figure 7. Actual converted electricity price and corresponding electricity price coverage

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图 8 情景1和情景2的航行总成本对比

Figure 8. Comparison of total navigation costs between scenario 1 and 2

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图 9 情景1和情景2的航行总用时对比

Figure 9. Comparison of total navigation time between scenario 1 and 2

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图 10 情景3和情景2航行总成本对比

Figure 10. Comparison of total navigation costs between scenario 3and 2

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图 11 情景3和情景2航行总时间对比

Figure 11. Comparison of total navigation time between scenario 3 and 2

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图 12 不同出发时间优化航速结果

Figure 12. Optimization of speed results for different departure times

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图 13 情景4和5下不同型号船舶总成本

Figure 13. Total costs for different types of ships under scenarios 4 and 5

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表 1 船舶数据参数

Table 1. Ship data parameters

船型	推进电机功率/kW	服务负载/kW	推进效率	转换效率
1型集装箱船	2×500	110	0.91	0.95
2型液货船	2×600	120	0.85	0.93
3型散货船	2×700	115	0.86	0.94

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表 2 优化前航速

Table 2. Pre-optimization speed

航段	航速/（km/h）
上海-南京	16.2
南京-九江	16.0
九江-武汉	14.8
武汉-宜昌	15.5

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表 3 06:00出发船舶总运营时间及各换电站的电力成本

Table 3. Total operational time and power costs of each charging station for ships departing at 6 o'clock

航段	情景4			情景5
航段	1型	2型	3型	1型	2型	3型
5Q	20 974	28 660	24 131	5 710	7 887	6 554
10Q	12 481	17 054	14 360	5 933	8 194	6 809
14Q	5 139	7 021	5 912	6 155	8 501	7 064
15Q	13 846	18 920	15 931	3 770	5 207	4 327
18Q	4 579	6 257	5 269	4 752	7 128	5 943
15H	12 343	17 076	14 201	2 064	2 710	2 363
14H	4 858	6 638	5 589	2 513	3 471	2 884
10H	3 148	4 301	3 621	4 103	5 668	4 710
5H	3 035	4 145	3 491	2 653	3 480	3 052
1H	7 358	10 055	8 466	2 108	2 754	2 411
总时间	226 h 36 min			205 h 35 min
总成本/元	87 761	119 918	100 972	40 180	55 104	46 117

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表 4 12:00出发船舶总运营时间及各换电站的电力成本

Table 4. Total operational time and power costs of each charging station for ships departing at 12 o'clock

航段	情景4			情景5
航段	1型	2型	3型	1型	2型	3型
5Q	12 012	16 415	13 821	4 472	6 050	5 145
10Q	4 953	6 767	5 698	5 933	8 194	6 809
14Q	12 949	17 694	14 898	6 155	8 501	7 064
15Q	3 147	4 300	3 620	2 926	3 950	3 365
18Q	11 540	15 768	13 280	5 453	7 530	6 259
15H	2 806	3 834	3 228	2 064	2 710	2 363
14H	4 858	6 638	5 589	2 513	3 471	2 884
10H	13 851	18 925	15 935	4 103	5 668	4 710
5H	3 035	4 145	3 491	2 636	3 557	3 031
1H	2 920	3 990	3 360	2 108	2 754	2 411
总时间	226 h 36 min			208 h 34 min
总成本/元	72 068	98 476	82 917	38 362	52 386	44 042

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表 5 18:00出发船舶总运营时间及各换电站的电力成本

Table 5. Total operational time and power costs of each charging station for ships departing at 18 o'clock

航段	情景4			情景5
航段	1型	2型	3型	1型	2型	3型
5Q	4 767	6 513	5 484	4 940	6 774	5 683
10Q	4 953	6 767	5 698	5 933	8 194	6 809
14Q	22 610	30 894	26 013	6 155	8 501	7 064
15Q	13 846	18 920	15 931	2 926	3 950	3 365
18Q	20 148	27 532	23 182	4 869	6 689	5 599
15H	7 070	9 660	8 133	2 064	2 710	2 363
14H	8 482	11 590	9 759	2 513	3 471	2 884
10H	7 933	10 839	9 127	4 103	5 665	4 710
5H	13 350	18 242	15 359	2 653	3 585	3 052
1H	2 920	3 990	3 360	2 108	2 754	2 411
总时间	226 h 36 min			207 h 16 min
总成本/元	106 077	144 947	122 047	38 264	52 294	43 940

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