Safety assessment model for ship berthing and departure scheduling

Abstract

This invention discloses a safety assessment model for ship berthing and departure scheduling, relating to the field of ship management technology. It includes ST1, defining the risk items to be assessed; ST2, defining safety factors and matching safety rules to each risk item; ST3, establishing safety assessment logic for each risk item and pre-setting weight values ​​based on the actual hydrological environment and facilities of the port; and first, checking the rationality of the ship's planned time. If reasonable, the corresponding information of the ship plan, related ship plans, and traffic control plans are input into each safety assessment logic, each logic is scored independently, and finally, the risk score of the ship plan is calculated and output based on the weight values. This application can improve the efficiency of analyzing the risks of ship berthing and departure scheduling plans and reduce the errors that may exist in manual analysis results.

Description

Technical Field

[0001] This application relates to the field of ship management technology, and in particular to a safety assessment model for ship berthing and departure scheduling. Background Technology

[0002] A vessel berthing and departure scheduling plan is a planned arrangement for a vessel's berthing and departure from a wharf. It includes information such as the plan type (berthing / shifting / departure), planned time, planned location (wharf / berth / anchorage / buoy), channel used, vessel draft, whether pilotage is required, and the number of tugboats. Safety accidents such as grounding, collisions, collisions with wharves, and capsizing may occur during berthing and departure. The causes of these accidents generally fall into several categories: errors in vessel scheduling, shipboard errors, pilotage errors, and tugboat cooperation errors. Among these, errors in vessel scheduling are a significant contributing factor to safety accidents.

[0003] To avoid errors in vessel scheduling, the planning of vessel berthing and departure schedules is generally based on an analysis of hydrological data to determine whether the plan is safe and feasible. This method of analysis relies purely on the experience of the planners, and manual analysis is inefficient and cannot comprehensively analyze overall risk factors, thus posing a high safety risk.

[0004] Patent CN112668778A discloses an intelligent ship scheduling system, method, and computer storage medium. The system includes the following modules: a data access module, which is used to access meteorological data, process time data, dock data, and ship data in real time; and a ship scheduling core module, which is used to schedule ships to be scheduled based on the real-time accessed weather data, process time data, dock data, and ship data using an intelligent berth ship scheduling method, obtain the scheduling result, optimize the scheduling result using a berth time axis object, and use the time-optimized scheduling result as the optimal scheduling scheme.

[0005] The above-mentioned technical solution can help staff plan ship berth scheduling through computers, thereby improving the safety of ship berthing and departure. However, it has the following drawbacks: it is inconvenient to conduct risk assessments on existing ship berthing and departure scheduling plans. Therefore, this application proposes a new technical solution. Summary of the Invention

[0006] To improve the efficiency of analyzing the risks of ship berthing and departure scheduling plans and reduce the errors that may exist in manual analysis results, this application provides a ship berthing and departure scheduling safety assessment model.

[0007] This application provides a ship berthing and departure scheduling safety assessment model, which adopts the following technical solution:

[0008] A safety assessment model for ship berthing and unberthing scheduling includes:

[0009] ST1. Define the risk items to be assessed, including: whether the ship will run aground and whether the tidal current speed is safe for the ship to approach and leave.

[0010] The risks of ships running aground include: risks of running aground in waterways and risks of running aground in wharf basins; the risks of tidal currents during berthing and departure include: risks of excessively fast water flow in the basin and risks of conflict between rising and falling water levels.

[0011] ST2. Define safety factors and match safety rules to each risk item to be assessed, including:

[0012] Define vessel plans, associated vessel plans, and traffic control plans as planning factors; and,

[0013] Define ship navigation paths, tide tables, channel water depth rules, harbor basin water depth rules, tidal safety rules, and rise and fall water rules as safety rules, establish corresponding functions, and match them to the corresponding risk items to be assessed;

[0014] ST3. Establish safety assessment logic for each risk item to be assessed, and pre-set weight values ​​based on the actual hydrological environment and facilities of the port; and,

[0015] First, check the rationality of the ship's planned time. If it is reasonable, then input the corresponding information of the ship plan, related ship plans, and traffic control plans into each safety assessment logic. Each safety assessment logic is scored independently. Finally, the risk score of the ship plan is calculated based on the weight values ​​and output.

[0016] Optionally, the vessel plan includes: defining the English identifier ShPl as the vessel plan information for this assessment, which includes the planned time ShPl.PlTi, berthing and departure plan ShPl.Dock, planned draft ShPl.PDr, planned berthing time ShPl.PlTi-B, planned departure time ShPl.PlTi-L, planned shifting time ShPl.PlTi-M, vessel type ShPl.ShT, vessel length ShPl.ShL, deadweight tonnage ShPl.DWT, planned pilotage mark ShPl.PiM, and planned berth (including anchorage buoys) ShPl.Ber. The plan type is ShPl.SPT, the total number of tugboats is ShPl.TBN, the tugboat list is ShPl.TugList[[tugboat power ShPl.TugType],[tugboat power corresponding quantity ShPl.TTNum]], the planned forward pile position is ShPl.PrP, the planned rear pile position is ShPl.NeP, the distance from the origin to the planned forward pile position is ShPl.PrPD, the distance from the origin to the planned rear pile position is ShPl.NePD, the controlled vessel type is ShPl.CST, the one-way channel to be traversed is ShPl.OnCh, and the current position of the vessel (including berth anchorage buoys) is ShPl.CuBe;

[0017] The associated vessel plan includes: the English identifier OTSP is defined as a set of vessel plan information that has a safety conflict with the vessel plan in this assessment, found according to safety rules. It includes the vessel plan number OTSP.No, berthing and departure plan OTSP.Dock, planned forward pile position OTSP.PrP, planned rear pile position OTSP.NeP, distance from the origin of the planned forward pile position OTSP.PrPD, distance from the origin of the planned rear pile position OTSP.NePD, vessel length OTSP.ShL, planned berth (including anchorage buoys) OTSP.Ber, plan type OTSP.SPT, planned time OTSP.PlTi, berthing planned time OTSP.PlTi-B, departure planned time OTSP.PlTi-L, shifting planned time OTSP.PlTi-M, the one-way channel designated by the plan OTSP.OnCh, and the vessel's current position (including berth and anchorage buoys) OTSP.CuBe.

[0018] The traffic control plan includes: defining the English identifier TCP as a set of control plan information formulated by the traffic management department, which includes the traffic control plan number TCP.No, the traffic control vessel type TCP.CST, the control vessel entry / exit mark TCP.IEMa, the control vessel arrival key node name TCP.KeyPo, and the planned arrival time of the control vessel at the key node TCP.KeyTi.

[0019] Optionally, the step of checking the reasonableness of the vessel's planned time includes: defining the English identifier as PTRC, which is a function that obtains the reasonableness of the planned time based on the vessel's berthing planned time, shifting planned time, and departure planned time; and,

[0020] The function is represented by the symbol: f(ShPl.PlTi-B,ShPl.PlTi-M,ShPl.Dock-L); the internal elements of the function include berthing schedule time PTRC.PlTi-B, shifting schedule time PTRC.PlTi-M, departure schedule time PTRC.Dock-L, and rationality indicator PTRC.RaMa;

[0021] The rules for applying functions include:

[0022] It receives parameters ShPl.PlTi-B, ShPl.PlTi-M, and ShPl.Dock-L, and calls up internal elements;

[0023] Assignment, which includes:

[0024] ShPl.PlTi-B=PTRC.PlTi-B;

[0025] ShPl.PlTi-M=PTRC.PlTi-M;

[0026] ShPl.Dock-L=PTRC.Dock-L;

[0027] Determine if PTRC.PlTi-B < PTRC.PlTi-M is true. If true, proceed to the next step. If false, then PTRC.RaMa = N.

[0028] Determine whether ShPl.PlTi-M = PTRC.PlTi-M < PTRC.Dock-L is true. If it is true, then PTRC.RaMa = Y; if it is not true, then PTRC.RaMa = N.

[0029] Optionally, the safety assessment logic established for the risk of grounding in the waterway includes:

[0030] Input the planned time ShPl.PlTi, the dock berthing / departure plan ShPl.Dock, the planned draft of the vessel ShPl.PDr, the current position ShPl.CuBe, and the planned berth ShPl.Ber;

[0031] Call the ship navigation path function to obtain the channel number SNP.Num and the channel name SNP.Chan that the ship has passed through;

[0032] Call the tide table function to obtain the tide TiD.PrT for the previous hour and the tide TiD.NeT for the next hour corresponding to the planned time, and calculate the average tide height TiD.MTH for the planned time using Formula 1-1; where, Formula 1-1: TiD.MTH=(TiD.PrT+TiD.NeT) / 2;

[0033] Risk assessment is performed for each channel based on the channel number SNP.Num that the ship passes through, with the initial risk weight value set to 0. The channel depth rule function is called to obtain the channel depth ChRu.ChD and the channel depth warning value ChRu.WaV.

[0034] Substitute each data point into Formula 1: ChRu.ChD+TiD.MTH>ShPl.PDr*ChRu.WaV, determine whether Formula 1 is true, and record the risk assessment information. If it is true, the risk weight value remains unchanged; if it is not true, the risk weight value = 1.

[0035] After processing all the waterways that ships have passed through in a loop, the risk assessment information and risk weight values ​​are summarized, and the process ends.

[0036] Optionally, a safety assessment logic is established for the risk of grounding in the wharf basin, which includes:

[0037] Input the planned time ShPl.PlTi, the dock berthing and departure plan ShPl.Dock, and the planned draft of the vessel ShPl.PDr;

[0038] Call the harbor basin water depth rule function to obtain the harbor basin usage water depth HaRu.HaD and the harbor basin usage water depth warning value HaRu.WaV;

[0039] Call the tide table function to obtain the tide TiD.PrT of the previous hour corresponding to the planned time and the tide TiD.NeT of the next hour corresponding to the planned time, and calculate the average tide height TiD.MTH corresponding to the planned time using the formula 1-1.

[0040] Substitute each data point into calculation formula 2: HaRu.HaD+TiD.MTH>ShPl.PDr+HaRu.WaV, determine whether formula 2 is true, and record the risk assessment information. If it is true, the risk weight value = 0; if it is not true, the risk weight value = 1.

[0041] Summarize the risk assessment information and risk weight values, and then end the process.

[0042] Optionally, a safety assessment logic is established for the risk of excessively fast water flow in the harbor basin, which includes:

[0043] Input the planned time ShPl.PlTi and the dock berthing / departure plan ShPl.Dock;

[0044] Call the tidal safety rule function to obtain the tidal drop warning value TSRu.TiWaV;

[0045] Call the tide table function to obtain the tide TiD.PrT for the previous hour and the tide TiD.NeT for the next hour corresponding to the planned time, and calculate the average tide height TiD.TIDiV for the planned time using formula 3-1; where, formula 3-1: TiD.TIDiV=TiD.NeT-TiD.PrT;

[0046] Substitute each data point into calculation formula 3: TiD.TIDiV>=TSRu.TiWaV, determine whether formula 3 is true, and record the risk assessment information. If true, the risk weight value = 1; if false, the risk weight value = 0.

[0047] Summarize the risk assessment information and risk weight values, and then end the process.

[0048] Optionally, the safety assessment logic established for the risk of flooding and receding water levels includes:

[0049] Enter the berthing and departure schedule ShPl.Dock, berthing schedule time ShPl.PlTi-B, and departure schedule time ShPl.PlTi-L;

[0050] Call the tide table function to obtain the tides TiD.PrT-B and TiD.PrT-L corresponding to the berthing and departure schedules, respectively, and the tides TiD.NeT-B and TiD.NeT-L corresponding to the schedule schedules. Calculate the average tide heights TiD.TIDiV-B and TiD.TIDiV-L corresponding to the schedule schedules; where TiD.TIDiV-B = TiD.NeT-B - TiD.PrT-B, and TiD.TIDiV-L = TiD.NeT-L - TiD.PrT-L.

[0051] Call the rise and fall water function to obtain the allowed rise and fall water status RFRu.ExAll for leaving the berth;

[0052] Substitute each data point into calculation formula 4: TiD.ExRFW=RFRu.ExAll, determine whether formula 4 is true, and record the risk assessment information. If it is true, the risk weight value = 0; if it is not true, the risk weight value = 1.

[0053] Summarize the risk assessment information and risk weight values, and then end the process.

[0054] Optionally, ST1, defining the risk items to be assessed, further includes: defining whether the pilot tugboat arrangement is reasonable;

[0055] Whether the pilotage and tugboat arrangements are reasonable includes: pilotage demand risk and tugboat demand risk;

[0056] ST2, which defines safety factors and matches safety rules to each risk item to be assessed, also includes:

[0057] Define pilotage requirement rules and tugboat requirement rules as safety rules, establish corresponding functions, and match them to the corresponding risk items to be assessed.

[0058] Optionally, the safety assessment logic established for the pilotage requirement risk includes:

[0059] Input the following information: vessel type (ShPl.ShT), dock berthing / departure plan (ShPl.Dock), vessel length (ShPl.ShL), planned draft (ShPl.PDr), deadweight tonnage (ShPl.DWT), and planned pilotage mark (ShPl.PiM);

[0060] Call the pilotage requirement rule function to obtain the pilotage requirement flag PiRu.PiM;

[0061] Substitute each data point into calculation formula 5: ShPl.PiM=PiRu.PiM, determine whether formula 5 is true, and record the risk assessment information. If it is true, the risk weight value = 0; if it is not true, the risk weight value = 1.

[0062] Summarize the risk assessment information and risk weight values, and then end the process.

[0063] Optionally, the safety assessment logic established for the tugboat demand risk includes:

[0064] Input the following parameters: ship length (ShPl.ShL), planned ship draft (ShPl.PDr), planned berth (including anchorage buoys) (ShPl.Ber), plan type (ShPl.SPT), ship type (ShPl.ShT), total number of tugboats (ShPl.TBN), and tugboat list (ShPl.TugList[[tugboat power (ShPl.TugType], [tugboat power corresponding quantity (ShPl.TTNum)]].

[0065] Call the tugboat demand rule function to obtain the minimum total number of tugboat demands (TBS.MinTBN), the maximum total number of tugboat demands (TBS.MaxTBN), the special power type (TBS.SPType), the minimum number of special power tugboat demands (TBS.MinSPTBN), and the maximum number of special power tugboat demands (TBS.MaxSPTBN).

[0066] Substitute the data into the calculation formula 6-1: Total(TBN) = ShPl.TBN∈[TBS.MinTBN,TBS.MaxTBN];

[0067] Substitute the data into the calculation formula 6-2: TTAmount=(ShPl.TugType1,ShPl.TTNum1)+(ShPl.TugType2,ShPl.TTNum2)+…+(ShPl.TugTypen,ShPl.TTNumn), to calculate the total number of tugs whose power exceeds the required power.

[0068] Substitute each data point into the calculation formula 6-3: SP(TTA)=TTAmount∈[TBS.MinSPTBN,TBS.MaxSPTBN], determine whether formula 6-3 is true, and record the risk assessment information;

[0069] Substitute the results of Formula 6-1 and Formula 6-3 into Formula 6: Total(TBN)∧SP(TTA)=TRUE, determine whether Formula 6 is true, and record the risk assessment information. If the formula is true, the risk weight value = 0; if it is not true, the risk weight value = 1.

[0070] Summarize the risk assessment information and risk weight values, and then end the process.

[0071] In summary, this application includes at least one of the following beneficial technical effects: the safety assessment of the ship berthing and departure scheduling plan described in this application includes a multi-factor, multi-scenario, and multi-rule assessment process; compared with inefficient manual analysis, the assessment model of this application can realize automatic and rapid assessment by the business system, instantly completing the complex assessment process and greatly improving analysis efficiency. Attached Figure Description

[0072] Figure 1 This is a schematic diagram of the overall process of this application.

[0073] Figure 2 This is a schematic diagram illustrating the application process of the function set for ship navigation paths in this application;

[0074] Figure 3 This is a schematic diagram illustrating the application process of the function set of the tide table in this application;

[0075] Figure 4 This is a schematic diagram illustrating the application process of the function set of the channel depth rules in this application;

[0076] Figure 5 This is a schematic diagram illustrating the application process of the function set of the harbor basin water depth rules in this application;

[0077] Figure 6 This is a schematic diagram illustrating the application process of the function set of the tidal safety rules in this application;

[0078] Figure 7This is a schematic diagram illustrating the application process of the function set of the rise and fall rules in this application;

[0079] Figure 8 This is a flowchart illustrating the process for assessing the reasonableness of the ship's planned time in this application. Detailed Implementation

[0080] The following is in conjunction with the appendix Figure 1 This application will be described in further detail.

[0081] This application discloses a safety assessment model for ship berthing and departure scheduling. Example

[0082] Reference Figure 1 The safety assessment model for ship berthing and departure scheduling includes:

[0083] ST1. Define the risk items to be assessed;

[0084] ST2. Define safety factors, match safety rules to each risk item to be assessed, and establish corresponding functions for the safety rules to match the corresponding risk items to be assessed.

[0085] ST3. Establish safety assessment logic for each risk item to be assessed, and pre-set weight values ​​based on the actual hydrological environment and facilities of the port; and,

[0086] First, check the rationality of the ship's planned time. If it is reasonable, then input the corresponding information of the ship plan, related ship plans, and traffic control plans into each safety assessment logic. Each safety assessment logic is scored independently. Finally, the risk score of the ship plan is calculated based on the weight values ​​and output.

[0087] For each project, 0 represents no significant risk and 1 represents a high risk. For example, the total risk score output ranges from 0 to 10, where 0 represents no significant risk and 10 represents extremely high risk.

[0088] This application aims to provide a rapid assessment tool for ship berthing and departure scheduling that incorporates multiple safety risk factors, effectively addressing the problems of inefficiency and potential errors in current manual analysis, which prevents it from guiding actual production.

[0089] This application enables automatic and rapid evaluation, greatly improving analysis efficiency. The other embodiments described below are detailed in terms of multiple factors and scenarios, and therefore will not be repeated here.

[0090] Example 2 differs from Example 1 in that:

[0091] ST1 includes: definitions of whether a ship will run aground and whether the tidal current speed is safe for a ship to approach or leave.

[0092] The question of whether a vessel will run aground refers to the risk of the vessel hitting the bottom of the channel or harbor basin during berthing and unberthing processes; this includes:

[0093] 1) The risk of grounding in a waterway refers to the risk that a ship may run aground when navigating in a public waterway.

[0094] 2) Grounding risk in the wharf basin refers to the risk that a vessel may run aground when berthing or leaving the wharf basin.

[0095] Whether the tidal current speed is safe for ships during berthing and departure refers to whether the tidal current speed in the wharf basin will threaten the safety of ships during the berthing and departure process. This includes:

[0096] 1) Risk of excessively fast water flow in the harbor basin refers to the risk that the water flow speed in the harbor basin exceeds the warning value, which affects the safety of ships berthing and unberthing and poses a risk of collision with the pier.

[0097] 2) Risk of conflict between rising and falling water levels refers to the safety risks that arise when vessels do not comply with the rules for berthing and unberthing during rising and falling water levels as stipulated by traffic control.

[0098] ST2, which includes:

[0099] Define vessel plans, associated vessel plans, and traffic control plans as planning factors; and,

[0100] Define ship navigation paths, tide tables, channel depth rules, harbor basin depth rules, tidal safety rules, and rise and fall water rules as safety rules, establish corresponding functions, and match them to the corresponding risk items to be assessed.

[0101] It is understandable that, in order to ensure the continuity of the content and to distinguish it, (1), (2), (3) ... are added in the following embodiments; however, please note that (1), (2), (3) above are not necessarily the execution order of each step of the model, so there is also a misalignment. The execution logic of the model is connected according to the text description, at least from ST1 to ST3.

[0102] Regarding the three planning factors mentioned above, specifically:

[0103] (1) Vessel plan includes: The English identifier ShPl is the vessel plan information for this assessment, which includes the planned time ShPl.PlTi, berthing and departure plan ShPl.Dock, planned draft ShPl.PDr, berthing plan time ShPl.PlTi-B, departure plan time ShPl.PlTi-L, shifting plan time ShPl.PlTi-M, vessel type ShPl.ShT, vessel length ShPl.ShL, deadweight tonnage ShPl.DWT, planned pilotage mark ShPl.PiM, planned berth (including anchorage buoys) ShPl.Ber, and the planned time. The following parameters are used to determine the tug type (ShPl.SPT), total number of tugs (ShPl.TBN), tug list (ShPl.TugList[[tug power ShPl.TugType], [tug power corresponding quantity ShPl.TTNum]]), planned forward pile position (ShPl.PrP), planned backward pile position (ShPl.NeP), distance from the origin to the planned forward pile position (ShPl.PrPD), distance from the origin to the planned backward pile position (ShPl.NePD), controlled vessel type (ShPl.CST), planned designated one-way channel (ShPl.OnCh), and current vessel position (including berth anchorage buoys) (ShPl.CuBe).

[0104] (2) Associated vessel plans, which include: The English identifier OTSP is a set of vessel plan information that has a safety conflict with the vessel plan in this assessment, which is found according to the safety rules. It includes the vessel plan number OTSP.No, the dock berthing and departure plan OTSP.Dock, the planned forward pile position OTSP.PrP, the planned rear pile position OTSP.NeP, the distance from the origin of the planned forward pile position OTSP.PrPD, the distance from the origin of the planned rear pile position OTSP.NePD, the vessel length OTSP.ShL, the planned berth (including anchorage buoys) OTSP.Ber, the plan type OTSP.SPT, the planned time OTSP.PlTi, the planned berthing time OTSP.PlTi-B, the planned departure time OTSP.PlTi-L, the planned shifting time OTSP.PlTi-M, the one-way channel to be traversed by the plan OTSP.OnCh, and the vessel's current position (including berth anchorage buoys) OTSP.CuBe.

[0105] (3) Traffic control plan, which includes: The English identifier TCP is a set of control plan information formulated by the traffic management department, which includes the traffic control plan number TCP.No, the traffic control vessel type TCP.CST, the control vessel entry and exit mark TCP.IEMa, the control vessel arrival key node name TCP.KeyPo, and the planned arrival time of the control vessel at the key node TCP.KeyTi.

[0106] Regarding the above rules and their corresponding functions, specifically:

[0107] (5) Vessel navigation path: The English symbol is SNP, which is a set of functions to obtain the vessel's navigation path based on the vessel's current position and destination position. The symbol is f(ShPl.CuBe,ShPl.Ber), where ShPl.CuBe represents the vessel's current position and ShPl.Ber represents the planned berth (including anchorage buoys).

[0108] The internal elements of the function include the ship's current position SNP.CuBe, the planned berth (including anchorage buoys) SNP.Ber, the channel number the ship has passed through SNP.Num, and the channel name the ship has passed through SNP.Chan.

[0109] The function set application includes obtaining the channels that a ship passes through during navigation, SNP.Chan=f(ShPl.CuBe,ShPl.Ber). Running the above function results in a list.

[0110] Reference Figure 2 This is a schematic diagram illustrating the application process of this function set.

[0111] (6) Tide table: The English symbol is TiD. It is a set of functions that obtains tide height and current direction data based on time and location. The symbol is f(ShPl.PlTi,ShPl.Dock), where ShPl.PlTi represents the planned time of the ship and ShPl.Dock represents the planned berthing and departure of the ship.

[0112] The internal elements of the function include the hourly time TiD.PlTi, the location TiD.Dock, and the hourly tidal height TiD.TH (unit: centimeters).

[0113] The functions include: `TiD.PrT=f([ShPl.PlTi],ShPl.Dock)` to get the tide at the previous hour corresponding to the scheduled time; `TiD.NeT=f(([ShPl.PlTi]+1),ShPl.Dock)` to get the tide at the next hour corresponding to the scheduled time; `TiD.PrT-B=f([ShPl.PlTi-B],ShPl.Dock-B)` to get the tide at the previous hour corresponding to the berthing schedule; `TiD.NeT-B=f(([ShPl.PlTi-B]+1),ShPl.Dock-B)` to get the tide at the next hour corresponding to the berthing schedule; `TiD.PrT-L=f([ShPl.PlTi-L],ShPl.Dock-L)` to get the tide at the next hour corresponding to the berthing schedule; and `TiD.NeT-L=f(([ ShPl.PlTi-L]+1),ShPl.Dock-L), get the average tide height corresponding to the planned time TiD.MTH=(TiD.PrT+TiD.NeT) / 2, get the tide difference value corresponding to the plan TiD.TIDiV=TiD.NeT-TiD.PrT, the tide difference value of the berthing plan TiD.TIDiV-B=TiD.NeT-B-TiD.PrT-B, get the tide difference value of the departure plan TiD.TIDiV-L=TiD.NeT-L-TiD.PrT-L, get the rise and fall status of the berthing plan TiD.ImRFW= (TiD.TIDiV-B>0 is rising water, TiD.TIDiV-B<0 is falling water), get the rise and fall status of the departure plan TiD.ExRFW= (TiD.TIDiV-L>0 is rising water, TiD.TIDiV-L<0 is falling water).

[0114] Reference Figure 3 This is a schematic diagram illustrating the application process of this function set.

[0115] (7) Channel depth rules: The English label is ChRu. It is a set of functions that obtain channel depth and channel depth warning value data based on the channel name. The symbol is f(SNP.Chan,Ele), where SNP.Chan represents the channel that the ship passes through when sailing, and Ele represents the name of the internal element of the function.

[0116] The internal elements of the function include the channel name ChRu.Chan, the channel depth ChRu.ChD (unit: meters), and the channel depth warning value ChRu.WaV (unit: meters).

[0117] The functions include obtaining the channel depth ChRu.ChD=f(SNP.Chan,ChD) and obtaining the channel depth warning value ChRu.WaV=f(SNP.Chan,WaV).

[0118] Reference Figure 4 This is a schematic diagram illustrating the application process of this function set.

[0119] (8) Harbor Basin Depth Rules: The English identifier is HaRu. It is a set of functions that obtain the harbor basin usage depth and harbor basin usage depth warning value data based on the wharf name. The symbol is f(ShPl.Dock,Ele), where ShPl.Dock represents the planned berthing and departure of the vessel and Ele represents the name of the internal element of the function.

[0120] The internal elements of the function include the name of the dock basin, HaRu.Dock, the usable water depth of the basin, HaRu.HaD (unit: meters), and the warning value of the usable water depth of the basin, HaRu.WaV (unit: meters).

[0121] The functions include obtaining the harbor basin's usable water depth HaRu.HaD=f(ShPl.Dock,HaD) and obtaining the harbor basin's usable water depth warning value HaRu.WaV=f(ShPl.Dock,WaV).

[0122] Reference Figure 5 This is a schematic diagram illustrating the application process of this function set.

[0123] (9) Tidal Safety Rules: The English symbol is TSRu. It is a set of functions that obtain the tidal drop warning value according to the planned berthing and departure from the dock. The symbol is f(ShPl.Dock), where ShPl.Dock represents the planned berthing and departure of the vessel from the dock.

[0124] The internal elements of the function include the dock TSRu.Dock and the tidal range warning value TSRu.TiWaV (unit: centimeters).

[0125] The function is used to obtain the tidal range warning value TSRu.TiWaV=f(ShPl.Dock).

[0126] Reference Figure 6 This is a schematic diagram illustrating the application process of this function set.

[0127] (10) Rise and fall rules: The English symbol is RFRu, which is a set of functions that obtain the allowed rise and fall states of a ship when it leaves the berth, based on the planned berthing and departure from the berth and the rise and fall states when the ship is berthed. The symbol is f(ShPl.Dock,TiD.ImRFW), where ShPl.Dock represents the planned berthing and departure from the berth and TiD.ImRFW represents the rise and fall states when the ship is berthed.

[0128] The internal elements of the function include the dock (RFRu.Dock), the berthing water level (RFRu.ImRFW), and the permitted water level (RFRu.ExAll) for departure.

[0129] The function is used to obtain the permissible rise and fall water conditions before leaving the berth: RFRu.ExAll=f(ShPl.Dock,TiD.ImRFW).

[0130] Reference Figure 7 This is a schematic diagram illustrating the application process of this function set.

[0131] For details on the matching of the above rules with each item, please refer to the specific explanation of ST3 in other embodiments.

[0132] Example 3 differs from Example 2 in that:

[0133] Regarding ST3, specifically checking the reasonableness of the ship's scheduled time:

[0134] (4) Check the reasonableness of the vessel's planned time, which includes: defining the English identifier as PTRC, and using a function to determine the reasonableness of the planned time based on the vessel's berthing planned time, shifting planned time, and departure planned time; and,

[0135] The function is represented by the symbol: f(ShPl.PlTi-B,ShPl.PlTi-M,ShPl.Dock-L); the internal elements of the function include berthing schedule time PTRC.PlTi-B, shifting schedule time PTRC.PlTi-M, departure schedule time PTRC.Dock-L, and rationality indicator PTRC.RaMa;

[0136] Reference Figure 8 The rules for applying function sets include:

[0137] It receives parameters ShPl.PlTi-B, ShPl.PlTi-M, and ShPl.Dock-L, and calls up internal elements;

[0138] Assignment, which includes:

[0139] ShPl.PlTi-B=PTRC.PlTi-B;

[0140] ShPl.PlTi-M=PTRC.PlTi-M;

[0141] ShPl.Dock-L=PTRC.Dock-L;

[0142] Determine if PTRC.PlTi-B < PTRC.PlTi-M is true. If true, proceed to the next step. If false, then PTRC.RaMa = N.

[0143] Determine whether ShPl.PlTi-M = PTRC.PlTi-M < PTRC.Dock-L is true. If it is true, then PTRC.RaMa = Y; if it is not true, then PTRC.RaMa = N.

[0144] Considering that the above is also a prerequisite for specific risk assessment, it is marked as (4).

[0145] Example 4 differs from Example 3 in that:

[0146] The corresponding information from vessel plans, associated vessel plans, and traffic control plans is input into each safety assessment logic, and each safety assessment logic is scored independently. Specifically:

[0147] The safety assessment logic established for the risk of waterway grounding includes:

[0148] Input the planned time ShPl.PlTi, the dock berthing / departure plan ShPl.Dock, the planned draft of the vessel ShPl.PDr, the current position ShPl.CuBe, and the planned berth ShPl.Ber;

[0149] Call the ship navigation path function to obtain the channel number SNP.Num and the channel name SNP.Chan that the ship has passed through;

[0150] Call the tide table function to obtain the tide TiD.PrT for the previous hour and the tide TiD.NeT for the next hour corresponding to the planned time, and calculate the average tide height TiD.MTH for the planned time using Formula 1-1; where, Formula 1-1: TiD.MTH=(TiD.PrT+TiD.NeT) / 2;

[0151] Risk assessment is performed for each channel based on the channel number SNP.Num that the ship passes through, with the initial risk weight value set to 0. The channel depth rule function is called to obtain the channel depth ChRu.ChD and the channel depth warning value ChRu.WaV.

[0152] Substitute each data point into Formula 1: ChRu.ChD+TiD.MTH>ShPl.PDr*ChRu.WaV, determine whether Formula 1 is true, and record the risk assessment information. If it is true, the risk weight value remains unchanged; if it is not true, the risk weight value = 1.

[0153] After processing all the waterways that ships have passed through in a loop, the risk assessment information and risk weight values ​​are summarized, and the process ends.

[0154] The safety assessment logic established for the risk of grounding in the quay basin includes:

[0155] Input the planned time ShPl.PlTi, the dock berthing and departure plan ShPl.Dock, and the planned draft of the vessel ShPl.PDr;

[0156] Call the harbor basin water depth rule function to obtain the harbor basin usage water depth HaRu.HaD and the harbor basin usage water depth warning value HaRu.WaV;

[0157] Call the tide table function to obtain the tide TiD.PrT of the previous hour corresponding to the planned time and the tide TiD.NeT of the next hour corresponding to the planned time, and calculate the average tide height TiD.MTH corresponding to the planned time using the formula 1-1.

[0158] Substitute each data point into calculation formula 2: HaRu.HaD+TiD.MTH>ShPl.PDr+HaRu.WaV, determine whether formula 2 is true, and record the risk assessment information. If it is true, the risk weight value = 0; if it is not true, the risk weight value = 1.

[0159] Summarize the risk assessment information and risk weight values, and then end the process.

[0160] The safety assessment logic established for the risk of excessively fast water flow in the harbor basin includes:

[0161] Input the planned time ShPl.PlTi and the dock berthing / departure plan ShPl.Dock;

[0162] Call the tidal safety rule function to obtain the tidal drop warning value TSRu.TiWaV;

[0163] Call the tide table function to obtain the tide TiD.PrT for the previous hour and the tide TiD.NeT for the next hour corresponding to the planned time, and calculate the average tide height TiD.TIDiV for the planned time using formula 3-1; where, formula 3-1: TiD.TIDiV=TiD.NeT-TiD.PrT;

[0164] Substitute each data point into calculation formula 3: TiD.TIDiV>=TSRu.TiWaV, determine whether formula 3 is true, and record the risk assessment information. If true, the risk weight value = 1; if false, the risk weight value = 0.

[0165] Summarize the risk assessment information and risk weight values, and then end the process.

[0166] The safety assessment logic established for the risk of flooding and receding water levels includes:

[0167] Enter the berthing and departure schedule ShPl.Dock, berthing schedule time ShPl.PlTi-B, and departure schedule time ShPl.PlTi-L;

[0168] Call the tide table function to obtain the tides TiD.PrT-B and TiD.PrT-L corresponding to the berthing and departure schedules, respectively, and the tides TiD.NeT-B and TiD.NeT-L corresponding to the schedule schedules. Calculate the average tide heights TiD.TIDiV-B and TiD.TIDiV-L corresponding to the schedule schedules; where TiD.TIDiV-B = TiD.NeT-B - TiD.PrT-B, and TiD.TIDiV-L = TiD.NeT-L - TiD.PrT-L.

[0169] Call the rise and fall water function to obtain the allowed rise and fall water status RFRu.ExAll for leaving the berth;

[0170] Substitute each data point into calculation formula 4: TiD.ExRFW=RFRu.ExAll, determine whether formula 4 is true, and record the risk assessment information. If it is true, the risk weight value = 0; if it is not true, the risk weight value = 1.

[0171] Summarize the risk assessment information and risk weight values, and then end the process.

[0172] Example 5 differs from Example 4 in that:

[0173] ST1. Define the risk items to be assessed, which also includes: defining whether the pilot tugboat arrangement is reasonable.

[0174] Whether the pilotage and tugboat arrangements are reasonable refers to whether the planned pilotage and tugboat arrangements for the vessel are safe and reasonable, including:

[0175] 1) Pilotage demand risk refers to whether the planned pilotage arrangements for the ship meet the pilotage requirements and whether there are any safety risks.

[0176] 2) Tug demand risk refers to whether the planned tug arrangements meet tug demand and whether there are any safety risks.

[0177] ST2. Define safety factors and match safety rules to each risk item to be assessed. This also includes: defining pilotage requirement rules and tugboat requirement rules as safety rules, establishing corresponding functions, and matching them to the corresponding risk items to be assessed.

[0178] Regarding the two rules mentioned above, specifically:

[0179] (11) Pilotage Request Rules: The English symbol is PiRu. It is a set of functions that obtain pilotage request flags based on the vessel type, planned berthing / departure, vessel length, planned draft, and deadweight tonnage. The symbol is f(ShPl.ShT,ShPl.Dock,ShPl.ShL,ShPl.PDr,ShPl.DWT), where ShPl.ShT represents the vessel type, ShPl.Dock represents the planned berthing / departure, ShPl.ShL represents the vessel length, ShPl.PDr represents the planned draft, and ShPl.DWT represents the deadweight tonnage.

[0180] The internal elements of the function include: ship type PiRu.ShT, dock PiRu.Dock, minimum ship length PiRu.MinL (in meters), maximum ship length PiRu.MaxL (in meters), minimum planned draft PiRu.MinD (in meters), maximum planned draft PiRu.MaxD (in meters), minimum deadweight tonnage PiRu.MinDWT, maximum deadweight tonnage PiRu.MaxDWT, and pilotage requirement sign PiRu.PiM.

[0181] The function is used to obtain the pilotage requirement flag PiRu.PiM=f(ShPl.ShT,ShPl.Dock,ShPl.ShL,ShPl.PDr,ShPl.DWT).

[0182] (12) Tugboat Demand Rules: TBS is a set of functions that calculate the total number of tugboats and the number of tugboats with special power based on the vessel length, planned draft, planned berth, planned type, and vessel type. The symbol is f(ShPl.ShL,ShPl.PDr,ShPl.Ber,ShPl.SPT,ShPl.ShT,Ele), where ShPl.ShL represents the vessel length, ShPl.PDr represents the planned draft, ShPl.Ber represents the planned berth, ShPl.SPT represents the planned type, ShPl.ShT represents the vessel type, and Ele represents the name of the internal element of the function.

[0183] The internal elements of the function include: minimum ship length TBS.MinL (in meters), maximum ship length TBS.MaxL (in meters), minimum planned draft TBS.MinD (in meters), maximum planned draft TBS.MaxD (in meters), berth TBS.Ber, plan type TBS.SPT, ship type TBS.ShT, minimum total number of tugboats TBS.MinTBN, maximum total number of tugboats TBS.MaxTBN, special power type TBS.SPType, minimum number of special power tugboats TBS.MinSPTBN, and maximum number of special power tugboats TBS.MaxSPTBN.

[0184] The functions include: getting the minimum total demand for tugboats TBS.MinTBN=f(ShPl.ShL,ShPl.PDr,ShPl.Ber,ShPl.SPT,ShPl.ShT,MinTBN); getting the maximum total demand for tugboats TBS.MaxTBN=f(ShPl.ShL,ShPl.PDr,ShPl.Ber,ShPl.SPT,ShPl.ShT,MaxTBN); and getting the specific power type TBS.SPType=f(ShPl.ShL,ShPl.PDr,ShPl.Ber,ShPl.SPT,ShPl.ShT,MaxTBN). Pl.Ber,ShPl.SPT,ShPl.ShT,SPType), get the minimum number of special power tugboats required: TBS.MinSPTBN=f(ShPl.ShL,ShPl.PDr,ShPl.Ber,ShPl.SPT,ShPl.ShT,MinSPTBN), and get the maximum number of special power tugboats required: TBS.MaxSPTBN=f(ShPl.ShL,ShPl.PDr,ShPl.Ber,ShPl.SPT,ShPl.ShT,MaxSPTBN).

[0185] Based on the above, the safety assessment logic established for pilotage requirement risks includes:

[0186] Input the following information: vessel type (ShPl.ShT), dock berthing / departure plan (ShPl.Dock), vessel length (ShPl.ShL), planned draft (ShPl.PDr), deadweight tonnage (ShPl.DWT), and planned pilotage mark (ShPl.PiM);

[0187] Call the pilotage requirement rule function to obtain the pilotage requirement flag PiRu.PiM;

[0188] Substitute each data point into calculation formula 5: ShPl.PiM=PiRu.PiM, determine whether formula 5 is true, and record the risk assessment information. If it is true, the risk weight value = 0; if it is not true, the risk weight value = 1.

[0189] Summarize the risk assessment information and risk weight values, and then end the process.

[0190] The safety assessment logic established for tugboat demand risks includes:

[0191] Input the following parameters: ship length (ShPl.ShL), planned ship draft (ShPl.PDr), planned berth (including anchorage buoys) (ShPl.Ber), plan type (ShPl.SPT), ship type (ShPl.ShT), total number of tugboats (ShPl.TBN), and tugboat list (ShPl.TugList[[tugboat power (ShPl.TugType], [tugboat power corresponding quantity (ShPl.TTNum)]].

[0192] Call the tugboat demand rule function to obtain the minimum total number of tugboat demands (TBS.MinTBN), the maximum total number of tugboat demands (TBS.MaxTBN), the special power type (TBS.SPType), the minimum number of special power tugboat demands (TBS.MinSPTBN), and the maximum number of special power tugboat demands (TBS.MaxSPTBN).

[0193] Substitute the data into the calculation formula 6-1: Total(TBN) = ShPl.TBN∈[TBS.MinTBN,TBS.MaxTBN];

[0194] Substitute the data into the calculation formula 6-2: TTAmount=(ShPl.TugType1,ShPl.TTNum1)+(ShPl.TugType2,ShPl.TTNum2)+…+(ShPl.TugTypen,ShPl.TTNumn), to calculate the total number of tugs whose power exceeds the required power.

[0195] Substitute each data point into the calculation formula 6-3: SP(TTA)=TTAmount∈[TBS.MinSPTBN,TBS.MaxSPTBN], determine whether formula 6-3 is true, and record the risk assessment information;

[0196] Substitute the results of Formula 6-1 and Formula 6-3 into Formula 6: Total(TBN)∧SP(TTA)=TRUE, determine whether Formula 6 is true, and record the risk assessment information. If the formula is true, the risk weight value = 0; if it is not true, the risk weight value = 1.

[0197] Summarize the risk assessment information and risk weight values, and then end the process.

[0198] Example 6 differs from Example 5 in that:

[0199] ST1 also includes: defining whether there are vacancies at the dock and whether there is a risk of collision with the vessel.

[0200] Among them, whether there is space at the pier refers to whether there is sufficient space at the pier, and whether there is a risk of collision between the ship and other ships berthed at the same pier when the ship berths; this includes: the risk of safety conflict at the pile positions.

[0201] The risk of collision safety at the pile location refers to the situation where a vessel's planned pile location conflicts with that of other vessels, does not comply with the pile location rules, and poses a collision safety risk.

[0202] Whether a vessel faces a head-on collision risk refers to whether the vessel faces a head-on collision risk during navigation; this includes:

[0203] 1) Berth safety conflict risk refers to the conflict between a vessel's planned berthing and departure times and berthing and departure times and other vessel plans, which does not comply with berth rules and poses a collision safety risk.

[0204] 2) Risk of conflict between traffic-controlled vessels refers to the risk of a collision due to a conflict between the vessel's plan and the plan of the traffic-controlled vessel.

[0205] 3) The risk of conflict of right-of-way in one-way channels refers to the risk of collision when ships pass through one-way channels due to conflict of directions of passage.

[0206] Correspondingly, to match the security logic execution of the above items, ST2 also includes defining the following security rules, including:

[0207] (13) Safety rules for pile positions: The English symbol is PpRu. It is a set of functions that obtain the safety warning value between two ships based on the planned berthing and departure from the berth, the planned forward pile position, and the planned backward pile position. The symbol is f(ShPl.Dock,ShPl.PrP,ShPl.NeP), where ShPl.Dock represents the planned berthing and departure from the berth, ShPl.PrP represents the planned forward pile position, and ShPl.NeP represents the planned backward pile position.

[0208] The internal elements of the function include the planned dock PpRu.Dock, the allowed starting pile position PpRu.BeP, the allowed ending pile position PpRu.EnP, and the safety warning value between the two vessels PpRu.DisWV (unit: meters).

[0209] The function is used to obtain a set of parameters including the planned dock, the allowed start pile position, the allowed end pile position, and the safety warning value between the two vessels, represented as PpRu{Dock,BeP,EnP,DisWV}=f(ShPl.Dock,ShPl.PrP,ShPl.NeP). Running the above function will result in multiple sets of parameters.

[0210] (14) Berth Safety Rules: The English abbreviation is BeRu. It is a set of functions that obtain the associated terminal, associated berth, associated warning plan type, and safety warning start and end time based on the planned berthing / departure, planned berth, planned time, and plan type. The symbol is f(ShPl.Dock,ShPl.Ber,ShPl.PlTi,ShPl.SPT), where ShPl.Dock represents the planned berthing / departure, ShPl.Ber represents the planned berth, ShPl.PlTi represents the planned time, and ShPl.SPT represents the plan type.

[0211] The internal elements of the function include the dock BeRu.Dock, the planned berth BeRu.Ber, the plan type BeRu.SPT, the associated dock BeRu.ReDo, the associated berth BeRu.ReBer, the associated alert plan type BeRu.BWTy, and the safety alert time BeRu.BWTi (unit: hours).

[0212] The function retrieves a set of parameters, including the associated dock (BeRu.ReDo), associated berth (BeRu.ReBer), associated alert plan type (BeRu.BWTy), security alert start time (BeRu.SeBeTi), and security alert end time (BeRu.SeEnTi), expressed as BeRu{ReDo,ReBer,BWTy,SeBeTi,SeEnTi}=f(ShPl.Dock,ShPl.Ber,ShPl.PlTi,ShPl.SPT). Running this function yields multiple sets of parameters.

[0213] (15) Traffic Control Vessel Rules: The English symbol is CoRu. It is a set of functions that obtain the traffic control vessel type, control vessel entry / exit mark, control vessel arrival key node name, control vessel arrival key node advance time, and control vessel arrival key node delay time based on the planned berthing / departure, planned berth, planned berth type, planned time, control vessel type, and the name of the waterway the vessel passes through. The symbol is f(ShPl.Dock,ShPl.Ber,ShPl.SPT,ShPl.PlTi,ShPl.CST,SNP.Chan), where ShPl.Dock represents the planned berthing / departure, ShPl.Ber represents the planned berth, ShPl.SPT represents the planned type, ShPl.PlTi represents the planned time, ShPl.CST represents the control vessel type, and SNP.Chan represents the name of the waterway the vessel passes through.

[0214] The internal elements of the function include Dock (CoRu.Dock), Planned Berth (CoRu.Ber), Plan Type (CoRu.SPT), Traffic Control Vessel Type (CoRu.CST), Controlled Vessel Entry / Exit Mark (CoRu.IEMa), Channel Name (CoRu.Chan), Key Node Name (CoRu.KeyPo), Lead Time (CoRu.PrTi) (in minutes), and Delay Time (CoRu.NeTi) (in minutes).

[0215] The function is used to obtain a set of parameters, including the type of traffic-controlled vessel, the vessel's entry / exit markers, the name of the key node the vessel arrives at, the lead time of the vessel's arrival at the key node, and the delay time of the vessel's arrival at the key node. It is represented as CoRu{CST,IEMa,KeyPo,KeyPrTi,KeyNeTi}=f(ShPl.Dock,ShPl.Ber,ShPl.SPT,ShPl.PlTi,ShPl.CST,SNP.Chan). Running the above function will result in multiple sets of parameters.

[0216] (16) One-way channel right-of-way rule: The English symbol is SCRu. It is a set of functions that obtain the associated terminal, associated berth, associated plan type, associated plan advance time, and associated plan delay time based on the planned berthing / departure terminal, planned berth, plan type, planned time, and the name of the one-way channel to be passed through. The symbol is f(ShPl.Dock,ShPl.Ber,ShPl.SPT,ShPl.PlTi,ShPl.OnCh), where ShPl.Dock represents the planned berthing / departure terminal, ShPl.Ber represents the planned berth, ShPl.SPT represents the plan type, ShPl.PlTi represents the planned time, and ShPl.OnCh represents the name of the one-way channel to be passed through.

[0217] The internal elements of the function include the planned berth / departure SCRu.PlDo, the planned berth SCRu.PlBer, the plan type SCRu.PlSPT, the one-way channel name SCRu.OnCh, the associated berth / departure SCRu.ReDo, the associated berth SCRu.ReBer, the associated plan type SCRu.ReSPT, the lead time SCRu.PrTi (in minutes), and the delay time SCRu.NeTi (in minutes).

[0218] The function is used to obtain a set of parameters containing the name of the one-way channel, the associated terminal, the associated berth, the associated plan type, the associated plan advance time, and the associated plan delay time, represented as SCRu{OnCh,ReDo,ReBer,ReSPT,RePrTi,ReNeTi}=f(ShPl.Dock,ShPl.Ber,ShPl.SPT,ShPl.PlTi,ShPl.OnCh). Running the above function yields multiple sets of parameters.

[0219] Based on the above rules, the security assessment logic matched to each project in this embodiment is as follows:

[0220] The safety factors used in the pile location safety conflict risk assessment logic are as follows:

[0221] 1) Vessel schedule for this assessment: Vessel berthing and departure schedule (ShPl.Dock), planned berthing time (ShPl.PlTi-B), planned departure time (ShPl.PlTi-L), vessel length (ShPl.ShL), planned forward pile position (ShPl.PrP), planned aft pile position (ShPl.NeP), distance from the origin (ShPl.PrPD) to the planned forward pile position (ShPl.PrPD), and distance from the origin (ShPl.NePD) to the planned aft pile position (ShPl.NePD).

[0222] 2) Related vessel plans for this assessment: Vessel plan number OTSP.No, Vessel berthing and departure plan OTSP.Dock, Vessel berthing plan time OTSP.PlTi-B, Vessel departure plan time OTSP.PlTi-L, Vessel length OTSP.ShL, Planned forward pile position OTSP.PrP, Planned aft pile position OTSP.NeP, Planned forward pile position distance from origin OTSP.PrPD, Planned aft pile position distance from origin OTSP.NePD;

[0223] 3) Piling Safety Rules: This set of parameters includes the planned wharf, the permitted starting piling position, the permitted ending piling position, and the safety warning values ​​between the two vessels, and is represented as PpRu{Dock,BeP,EnP,DisWV}.

[0224] The calculation formula is as follows:

[0225] Formula 7 includes Formula 7-1.

[0226] Formula 7: The length of the vessel in this plan + the length of the vessel in the other plan + the safety warning value between the two vessels >= the maximum distance between the two vessels at the pile positions;

[0227] ShPl.ShL+OTSP.ShL+PpRu.DisWV>=MaxDP;

[0228] Formula 7-1: If the forward pile position of this plan is less than or equal to the aft pile position of another plan, then the maximum pile distance between the two ships = the distance from the origin to the aft pile position of the other plan in meters - the distance from the origin to the forward pile position of this plan in meters; if the forward pile position of the other plan is less than or equal to the aft pile position of this plan, then the maximum pile distance between the two ships = the distance from the origin to the aft pile position of this plan in meters - the distance from the origin to the forward pile position of the other plan in meters.

[0229] If ShPl.PrP <= OTSP.NeP, then MaxDP = OTSP.NePD – ShPl.PrPD;

[0230] If OTSP.PrP <= ShPl.NeP, then MaxDP = ShPl.NePD – OTSP.PrPD;

[0231] The evaluation process is as follows:

[0232] 1) Input the ship berthing and departure plan (ShPl.Dock), ship berthing plan time (ShPl.PlTi-B), ship departure plan time (ShPl.PlTi-L), ship length (ShPl.ShL), planned pre-berthing position (ShPl.PrP), planned post-berthing position (ShPl.NeP), distance from the origin (ShPl.PrPD) of the planned pre-berthing position, and distance from the origin (ShPl.NePD) of the planned post-berthing position.

[0233] 2) Call the pile position safety rule function to obtain the parameter set of "planned dock PpRu.Dock, allowed start pile position PpRu.BeP, allowed end pile position PpRu.EnP, and safety warning value between the two ships PpRu.DisWV".

[0234] 3) Process each set of parameters in a large loop and compare the current ship plan with all other ship plans.

[0235] 4) Find the related vessel plans in the small loop, compare each related vessel plan, substitute each data into the calculation formula 7-1, and calculate the maximum pile position between the two vessels.

[0236] 5) Substitute each data point into calculation formula 7: "The length of the planned vessel + the length of the other planned vessel + the safety warning value between the two vessels >= the maximum distance between the two vessels' piles". Determine if formula 7 is true and record the risk assessment information. If formula 7 is true, the risk weight value = 1; if formula 7 is false, the risk weight value = 0.

[0237] 6) After the small loop has processed all related vessel plans, the small loop ends.

[0238] 7) After the main loop processes all parameter sets, it summarizes the risk assessment information and risk weight values, and then ends the process.

[0239] The safety factors used in the berth safety conflict risk assessment logic are as follows:

[0240] 1) Vessel schedule for this assessment: Vessel berthing and departure schedule (ShPl.Dock), planned berth (including anchorage buoys) (ShPl.Ber), planned time (ShPl.PlTi), and schedule type (ShPl.SPT);

[0241] 2) Related vessel plans for this assessment: Vessel plan number OTSP.No, Dock berthing / departure plan OTSP.Dock, Planned berth (including anchorage buoys) OTSP.Ber, Planned time OTSP.PlTi, Plan type OTSP.SPT;

[0242] 3) Berth safety rules: This includes a set of parameters related to the terminal, berth, alert plan type, security alert start time, and security alert end time, denoted as BeRu{ReDo,ReBer,BWTy,SeBeTi,SeEnTi}.

[0243] The calculation formula is as follows:

[0244] Formula 8: The planned time for other vessels is ∈ [safety alert start time, safety alert end time];

[0245] OTSP.PlTi∈[BeRu.SeBeTi,BeRu.SeEnTi];

[0246] The evaluation process is as follows:

[0247] 1) Input the ship dock berthing and departure plan (ShPl.Dock), planned berth (including anchorage buoys) (ShPl.Ber), planned time (ShPl.PlTi), and plan type (ShPl.SPT).

[0248] 2) Call the berth safety rule function to obtain the parameter set of "Associated Terminal BeRu.ReDo, Associated Berth BeRu.ReBer, Associated Warning Plan Type BeRu.BWTy, Safety Warning Start Time BeRu.SeBeTi, and Safety Warning End Time BeRu.SeEnTi".

[0249] 3) The large loop processes each set of parameters and compares the parameter set with all other ship plans.

[0250] 4) In the small loop, identify related vessel plans, compare each related vessel plan, and substitute each data into calculation formula 8: "Planned time of other vessel plans ∈ [Safety alert start time, Safety alert end time]". Determine if formula 8 is true and record the risk assessment information. If formula 8 is true, the risk weight value = 1; if formula 8 is false, the risk weight value = 0.

[0251] 5) After the small loop has processed all related vessel plans, the small loop ends.

[0252] 6) After the main loop processes all parameter sets, it summarizes the risk assessment information and risk weight values, and then ends the process.

[0253] The logic for assessing the risk of conflict between traffic control vessels uses the following safety factors:

[0254] 1) Vessel plans for this assessment: Vessel berthing and departure plan ShPl.Dock, current vessel position (including berth, anchorage, and buoys) ShPl.CuBe, planned berth (including anchorage, and buoys) ShPl.Ber, plan type ShPl.SPT, planned time ShPl.PlTi, and controlled vessel type ShPl.CST;

[0255] 2) Ship navigation path: Channel number SNP.Num and channel name SNP.Chan traversed by the ship;

[0256] 3) Traffic Control Plan: Traffic Control Plan Number TCP.No, Type of Controlled Vessel TCP.CST, Vessel Entry / Exit Mark TCP.IEMa, Name of Key Node Arrival TCP.KeyPo, Scheduled Time of Key Node Arrival TCP.KeyTi;

[0257] 4) Traffic Control Vessel Rules: This set of parameters includes the type of traffic control vessel, the entry / exit markers of the control vessel, the name of the key node the control vessel arrives at, the lead time of the control vessel's arrival at the key node, and the delay time of the control vessel's arrival at the key node, denoted as CoRu{CST,IEMa,KeyPo,KeyPrTi,KeyNeTi}.

[0258] The calculation formula is as follows:

[0259] Formula 9: The planned time for the control vessel to arrive at the critical node ∈ [the advance time of the control vessel's arrival at the critical node, and the delay time of the control vessel's arrival at the critical node];

[0260] TCP.KeyTi∈[CoRu.KeyPrTi,CoRu.KeyNetTi];

[0261] The evaluation process is as follows:

[0262] 1) Input the following information: ship docking / departure plan (ShPl.Dock), ship current position (including berth, anchorage, and buoys) (ShPl.CuBe), planned berth (including anchorage, and buoys) (ShPl.Ber), plan type (ShPl.SPT), planned time (ShPl.PlTi), and controlled vessel type (ShPl.CST).

[0263] 2) Call the ship navigation path function to obtain the channel number SNP.Num and the channel name SNP.Chan that the ship passes through.

[0264] 3) Pass the ship's plan information and the waterway information it has passed through to the traffic control ship rule function to obtain the parameter set of "traffic control ship type CoRu.CST, control ship entry / exit mark CoRu.IEMa, control ship arrival key node name CoRu.KeyPo, control ship arrival key node advance time CoRu.KeyPrTi, control ship arrival key node delay time CoRu.KeyNeTi".

[0265] 4) The large loop processes each set of parameters and compares the set of parameters with the entire traffic control plan.

[0266] 5) In the small loop, identify the associated traffic control plans, compare each associated traffic control plan, and substitute each data into the calculation formula 9: "Planned time of controlled vessel arrival at key node ∈ [Previous time of controlled vessel arrival at key node, Delayed time of controlled vessel arrival at key node]". Determine whether formula 9 is valid and record the risk assessment information. If formula 9 is valid, the risk weight value = 1; if formula 9 is invalid, the risk weight value = 0.

[0267] 6) After the small loop has processed all related traffic control plans, the small loop ends.

[0268] 7) After the main loop processes all parameter sets, it summarizes the risk assessment information and risk weight values, and then ends the process.

[0269] The safety factors used in the risk assessment of conflicts over right-of-way passage in one-way waterways are as follows:

[0270] 1) Vessel schedule for this assessment: Vessel berthing and departure schedule (ShPl.Dock), planned berth (including anchorage buoys) (ShPl.Ber), schedule type (ShPl.SPT), planned time (ShPl.PlTi), and planned one-way channel (ShPl.OnCh);

[0271] 2) Related vessel plans for this assessment: Vessel plan number OTSP.No, Dock berthing / departure plan OTSP.Dock, Planned berth (including anchorage buoys) OTSP.Ber, Plan type OTSP.SPT, Planned time OTSP.PlTi, Planned one-way channel OTSP.OnCh;

[0272] 3) One-way channel right-of-way rules: This includes a set of parameters such as one-way channel name, associated terminal, associated berth, associated plan type, associated plan advance time, and associated plan delay time, denoted as SCRu{OnCh,ReDo,ReBer,ReSPT,RePrTi,ReNeTi}.

[0273] The calculation formula is as follows:

[0274] Formula 10: The planning time for other ship plans ∈ [the time before the associated plan, the time after the associated plan];

[0275] OTSP.PlTi∈[SCRu.RePrTi,SCRu.ReNeTi];

[0276] The evaluation process is as follows:

[0277] 1) Input the ship dock berthing and departure plan (ShPl.Dock), planned berth (including anchorage buoys) (ShPl.Ber), plan type (ShPl.SPT), planned time (ShPl.PlTi), and the one-way channel to be passed (ShPl.OnCh).

[0278] 2) Call the one-way channel right-of-way rule function to obtain the parameter set of "one-way channel name SCRu.OnCh, associated terminal SCRu.ReDo, associated berth SCRu.ReBer, associated plan type SCRu.ReSPT, associated plan advance time SCRu.RePrTi, associated plan delay time SCRu.ReNeTi".

[0279] 3) The large loop processes each set of parameters and compares the parameter set with all other ship plans.

[0280] 4) In the small loop, identify related vessel plans, compare each related vessel plan, and substitute each data into calculation formula 8, "Planning time of other vessel plans ∈ [Preceding time of related plan, Postponing time of related plan]", determine whether formula 8 is true, and record the risk assessment information. If formula 8 is true, the risk weight value = 1; if formula 8 is false, the risk weight value = 0.

[0281] 5) After the small loop has processed all related vessel plans, the small loop ends.

[0282] 6) After the main loop processes all parameter sets, it summarizes the risk assessment information and risk weight values, and then ends the process.

[0283] In summary, the safety assessment of the ship berthing and departure scheduling plan described in this application includes a multi-factor, multi-scenario, and multi-rule assessment process. Compared with inefficient manual analysis, the assessment model of this application can enable business systems to automatically and quickly conduct assessments, instantly completing complex assessment processes and greatly improving analysis efficiency.

[0284] The comprehensive multi-factor assessment in this application can minimize the error of the analysis results. The safety assessment of the ship berthing and departure scheduling plan includes 5 major scenarios and 10 assessment items, covering all risk factors in the ship berthing and departure process. At the same time, because this application conducts independent assessments for each risk factor and then summarizes and analyzes them, it can minimize the error of the analysis results.

[0285] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A safety assessment model for ship berthing and unberthing scheduling, characterized in that, include: ST1. Define the risk items to be assessed, including: whether the ship will run aground and whether the tidal current speed is safe for the ship to approach and leave. Among them, the risks of ships running aground include: the risk of running aground in the channel and the risk of running aground in the wharf basin; the risks of tidal current speeds for ships berthing and leaving include: the risk of excessively fast water flow in the basin and the risk of conflict between rising and falling water. ST2. Define safety factors and match safety rules to each risk item to be assessed, including: Define vessel plans, associated vessel plans, and traffic control plans as planning factors; and, Define ship navigation paths, tide tables, channel water depth rules, harbor basin water depth rules, tidal safety rules, and rise and fall water rules as safety rules, establish corresponding functions, and match them to the corresponding risk items to be assessed; ST3. Establish safety assessment logic for each risk item to be assessed, and pre-set weight values ​​based on the actual hydrological environment and facilities of the port; and, First, check the rationality of the ship's planned time. If it is reasonable, then input the corresponding information of the ship plan, related ship plans, and traffic control plans into each safety assessment logic. Each safety assessment logic is scored independently. Finally, the risk score of the ship plan is calculated based on the weight values ​​and output. The vessel plan includes: the English identifier ShPl is the vessel plan information for this assessment, which includes the planned time ShPl.PlTi, the dock berthing and departure plan ShPl.Dock, the berthing planned time ShPl.PlTi-B, and the departure planned time ShPl.PlTi-L; The safety assessment logic established for the risk of excessively fast water flow in the harbor basin includes: Input the planned time ShPl.PlTi and the dock berthing / departure plan ShPl.Dock; Call the tidal safety rule function to obtain the tidal drop warning value TSRu.TiWaV; Call the tide table function to obtain the tide TiD.PrT for the previous hour and the tide TiD.NeT for the next hour corresponding to the planned time. Calculate the first average tide height TiD.TIDiV for the planned time using Formula 3-1; where Formula 3-1: TiD.TIDiV = TiD.NeT - TiD.PrT; Substitute each data point into calculation formula 3: TiD.TIDiV>=TSRu.TiWaV, determine whether formula 3 is true, and record the risk assessment information. If true, the risk weight value = 1; if false, the risk weight value = 0. Summarize the risk assessment information and risk weight values, and end the process; The safety assessment logic established for the aforementioned flood and receding water conflict risk includes: Enter the berthing and departure schedule ShPl.Dock, berthing schedule time ShPl.PlTi-B, and departure schedule time ShPl.PlTi-L; Call the tide table function to obtain the tide TiD.PrT-B for the previous hour corresponding to the berthing schedule time, the tide TiD.PrT-L for the previous hour corresponding to the departure schedule time, the tide TiD.NeT-B for the next hour corresponding to the berthing schedule time, and the tide TiD.NeT-L for the next hour corresponding to the departure schedule time. Calculate the average tide height TiD.TIDiV-B and the average tide height TiD.TIDiV-L for the berthing schedule time; where TiD.TIDiV-B = TiD.NeT-B - TiD.PrT-B, and TiD.TIDiV-L = TiD.NeT-L - TiD.PrT-L. Call the rise and fall water function to obtain the allowed rise and fall water status RFRu.ExAll for leaving the berth; Substitute each data point into calculation formula 4: TiD.ExRFW=RFRu.ExAll, determine whether formula 4 is true, and record the risk assessment information. If it is true, the risk weight value = 0; if it is not true, the risk weight value = 1. Summarize the risk assessment information and risk weight values, and then end the process.

2. The ship berthing and departure scheduling safety assessment model according to claim 1, characterized in that: The vessel plan also includes: planned draft (ShPl.PDr), planned shifting time (ShPl.PlTi-M), vessel type (ShPl.ShT), vessel length (ShPl.ShL), deadweight tonnage (ShPl.DWT), planned pilotage mark (ShPl.PiM), planned berth (ShPl.Ber), plan type (ShPl.SPT), total number of tugboats (ShPl.TBN), tugboat list (ShPl.TugList [tugboat power (ShPl.TugType, corresponding number of tugboats by power (ShPl.TTNum]), planned forward pile position (ShPl.PrP), planned aft pile position (ShPl.NeP), distance from the origin (ShPl.PrPD) of the planned forward pile position, distance from the origin (ShPl.NePD) of the planned aft pile position, controlled vessel type (ShPl.CST), planned designated one-way channel (ShPl.OnCh), and current vessel position (ShPl.CuBe). The associated vessel plan includes: the English identifier OTSP is defined as a set of vessel plan information that has a safety conflict with the vessel plan in this assessment, which is found according to safety rules. It includes the vessel plan number OTSP.No, berthing and departure plan OTSP.Dock, planned forward pile position OTSP.PrP, planned rear pile position OTSP.NeP, distance from the origin of the planned forward pile position OTSP.PrPD, distance from the origin of the planned rear pile position OTSP.NePD, vessel length OTSP.ShL, planned berth OTSP.Ber, plan type OTSP.SPT, planned time OTSP.PlTi, berthing planned time OTSP.PlTi-B, departure planned time OTSP.PlTi-L, shifting planned time OTSP.PlTi-M, the one-way channel to be traversed as planned OTSP.OnCh, and the vessel's current position OTSP.CuBe; The traffic control plan includes: defining the English identifier TCP as a set of control plan information formulated by the traffic management department, which includes the traffic control plan number TCP.No, the traffic control vessel type TCP.CST, the control vessel entry / exit mark TCP.IEMa, the control vessel arrival key node name TCP.KeyPo, and the planned arrival time of the control vessel at the key node TCP.KeyTi.

3. The ship berthing and departure scheduling safety assessment model according to claim 2, characterized in that: The process of checking the reasonableness of the ship's planned time includes: defining the English identifier as PTRC, which is a function that determines the reasonableness of the planned time based on the ship's berthing planned time, shifting planned time, and departure planned time; and... The function is represented by the symbol: f(ShPl.PlTi-B,ShPl.PlTi-M,ShPl.Dock-L); the internal elements of the function include berthing schedule time PTRC.PlTi-B, shifting schedule time PTRC.PlTi-M, departure schedule time PTRC.Dock-L, and rationality indicator PTRC.RaMa; The rules for applying functions include: It receives parameters ShPl.PlTi-B, ShPl.PlTi-M, and ShPl.Dock-L, and calls up internal features; Assignment, which includes: ShPl.PlTi-B=PTRC.PlTi-B; ShPl.PlTi-M=PTRC.PlTi-M; ShPl.Dock-L=PTRC.Dock-L; Determine if PTRC.PlTi-B < PTRC.PlTi-M is true. If true, proceed to the next step. If false, then PTRC.RaMa = N. Determine whether ShPl.PlTi-M = PTRC.PlTi-M < PTRC.Dock-L is true. If it is true, then PTRC.RaMa = Y; if it is not true, then PTRC.RaMa = N.

4. The ship berthing and departure scheduling safety assessment model according to claim 2, characterized in that, The safety assessment logic established for the aforementioned risk of grounding in the waterway includes: Input the planned time (ShPl.PlTi), dock berthing / departure plan (ShPl.Dock), planned ship draft (ShPl.PDr), current position (ShPl.CuBe), and planned berth (ShPl.Ber); Call the ship navigation path function to obtain the channel number SNP.Num and the channel name SNP.Chan that the ship has passed through; Call the tide table function to obtain the tide TiD.PrT of the previous hour corresponding to the planned time and the tide TiD.NeT of the next hour corresponding to the planned time. Calculate the second average tide height TiD.MTH corresponding to the planned time using Formula 1-1; where Formula 1-1: TiD.MTH=(TiD.PrT+TiD.NeT) / 2; Risk assessment is performed for each channel based on the channel number SNP.Num that the ship passes through, with the initial risk weight value set to 0. The channel depth rule function is called to obtain the channel depth ChRu.ChD and the channel depth warning value ChRu.WaV. Substitute each data point into Formula 1: ChRu.ChD+TiD.MTH>ShPl.PDr*ChRu.WaV, determine whether Formula 1 is true, and record the risk assessment information. If it is true, the risk weight value remains unchanged; if it is not true, the risk weight value = 1. After processing all the waterways that ships have passed through in a loop, the risk assessment information and risk weight values ​​are summarized, and the process ends.

5. The ship berthing and departure scheduling safety assessment model according to claim 4, characterized in that: The safety assessment logic established for the grounding risk of the aforementioned wharf basin includes: Input the planned time ShPl.PlTi, the dock berthing and departure plan ShPl.Dock, and the planned draft of the vessel ShPl.PDr; Call the harbor basin water depth rule function to obtain the harbor basin usage water depth HaRu.HaD and the harbor basin usage water depth warning value HaRu.WaV; Substitute each data point into calculation formula 2: HaRu.HaD+TiD.MTH>ShPl.PDr+HaRu.WaV, determine whether formula 2 is true, and record the risk assessment information. If it is true, the risk weight value = 0; if it is not true, the risk weight value = 1. Summarize the risk assessment information and risk weight values, and then end the process.

6. The ship berthing and unberthing scheduling safety assessment model according to claim 2, characterized in that: ST1, which defines the risk items to be assessed, also includes: a definition of whether the pilot tugboat arrangement is reasonable; Whether the pilotage and tugboat arrangements are reasonable includes: pilotage demand risk and tugboat demand risk; ST2, which defines safety factors and matches safety rules to each risk item to be assessed, also includes: Define pilotage requirement rules and tugboat requirement rules as safety rules, establish corresponding functions, and match them to the corresponding risk items to be assessed.

7. The ship berthing and departure scheduling safety assessment model according to claim 6, characterized in that: The safety assessment logic established for the aforementioned pilotage requirement risks includes: Input the following information: vessel type (ShPl.ShT), dock berthing / departure plan (ShPl.Dock), vessel length (ShPl.ShL), planned draft (ShPl.PDr), deadweight tonnage (ShPl.DWT), and planned pilotage mark (ShPl.PiM); Call the pilotage requirement rule function to obtain the pilotage requirement flag PiRu.PiM; Substitute each data point into calculation formula 5: ShPl.PiM=PiRu.PiM, determine whether formula 5 is true, and record the risk assessment information. If it is true, the risk weight value = 0; if it is not true, the risk weight value = 1. Summarize the risk assessment information and risk weight values, and then end the process.

8. The ship berthing and departure scheduling safety assessment model according to claim 6, characterized in that: The safety assessment logic established for the aforementioned tugboat demand risk includes: Input the following parameters: ship length (ShPl.ShL), ship planned draft (ShPl.PDr), planned berth (ShPl.Ber), plan type (ShPl.SPT), ship type (ShPl.ShT), total number of tugs (ShPl.TBN), and tug list (ShPl.TugList[tug power (ShPl.TugType), tug power corresponding quantity (ShPl.TTNum]). Call the tugboat demand rule function to obtain the minimum total number of tugboat demands (TBS.MinTBN), the maximum total number of tugboat demands (TBS.MaxTBN), the special power type (TBS.SPType), the minimum number of special power tugboat demands (TBS.MinSPTBN), and the maximum number of special power tugboat demands (TBS.MaxSPTBN). Substitute the data into the calculation formula 6-1: Total(TBN)=ShPl.TBN∈[TBS.MinTBN,TBS.MaxTBN]; Substitute the data into the calculation formula 6-2: TTAmount=(ShPl.TugType1,ShPl.TTNum1)+(ShPl.TugType2,ShPl.TTNum2)+…+(ShPl.TugTypen,ShPl.TTNumn), to calculate the total number of tugs whose power exceeds the required power. Substitute each data point into the calculation formula 6-3: SP(TTA)=TTAmount∈[TBS.MinSPTBN,TBS.MaxSPTBN], determine whether formula 6-3 is true, and record the risk assessment information; Substitute the results of Formula 6-1 and Formula 6-3 into Formula 6: Total(TBN)∧SP(TTA)=TRUE, determine whether Formula 6 is true, and record the risk assessment information. If the formula is true, the risk weight value = 0; if it is not true, the risk weight value = 1. Summarize the risk assessment information and risk weight values, and then end the process.

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