Long tunnel ship navigation control method and system

Abstract

The application discloses a long tunnel ship navigation control method and system, and relates to the technical field of long tunnel ship navigation. The method comprises the following steps: acquiring operation constraint conditions of a long tunnel and operation environment characteristics of the long tunnel; dividing the long tunnel into multiple navigation areas, and respectively establishing a navigation organization model of each navigation area, wherein the multiple navigation areas comprise a navigation tunnel entrance transition area, a navigation tunnel entrance area, a tunnel middle area, a navigation tunnel exit area and a navigation tunnel exit transition area; calculating a ship navigation safety distance of each navigation area through the navigation organization model; and controlling the ship to pass through the long tunnel according to the ship navigation safety distance, the operation constraint conditions and the operation environment characteristics, wherein a reference factor is set to adjust the navigation organization model. The application can enable the ship to safely and efficiently pass through a long tunnel ship lock hub.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of long tunnel ship navigation, and particularly relates to a long tunnel ship navigation control method and system. BACKGROUND

[0002] A navigation tunnel is a new type of special ship navigation facility for realizing ship navigation in a restricted area. It is very rare in the world. With the deepening of the development of inland river shipping in China, the navigation tunnel in the mountainous area becomes an effective way to solve the key bottleneck of the mountainous waterway and realize the effective connection between navigation structures. It can completely open the obstruction point of the transportation artery, greatly improve the channel scale of the restricted navigation section, and shorten the ship navigation mileage. In order to facilitate ship navigation, the length of the navigation tunnel is generally more than 1 km, the cross-sectional area is greater than 200 m 2 , and the cross-sectional coefficient is usually less than 4. The main feature of the navigation tunnel is narrow and long. Due to the narrow and long navigation tunnel, the navigation scale is narrow, the visibility is poor, and the environment is closed, which has higher requirements for the safety and operating level of the ship and the driver. In this typical restricted waterway, the ship usually adopts self-propelled navigation, that is, the ship relies on its own power to drive through the tunnel, which puts forward higher requirements for the cross-sectional scale of the navigation tunnel, the safety distance in the tunnel, ventilation, lighting, communication, emergency rescue, etc. Under the huge navigation pressure, the Three Gorges ship lock has been in an overload operation state for a long time. The time for maintenance and repair is compressed, and the potential for improving the operation and management level of the ship lock, equipment maintenance, and optimizing the management system of the series of management systems is almost exhausted. The main operation indicators have reached a high level. However, due to the limitation of the upstream and downstream waterways and the lock sill depth, there is little potential for tapping the potential by improving the standardization of ships and increasing the ship loading rate. The through capacity of the Three Gorges hub is saturated, and the small tapping potential makes the construction and research of the new channel of the Three Gorges become a top priority.

[0003] CN111762283B discloses a tunnel channel ship passing control method. The method uses a transition channel and ship guiding and energy absorbing devices with buffering effect arranged on both sides to guide the ship and absorb part of the kinetic energy of the ship, so that the ship can stably drive into the tunnel channel. The tunnel channel ship passing control method can improve the safety and smoothness of the ship in the tunnel, avoid accidents, and improve the efficiency of navigation. However, it does not involve the resource allocation required for ship navigation organization in the tunnel, safety distance control, and positioning and docking control.

[0004] In the paper "Research on the safety of narrow and long navigation tunnel in ship maneuvering simulation" in the 44th volume of China Navigation in 2021, the tunnel maneuvering simulation test, braking stroke maneuvering test and small rudder angle maneuvering test are carried out. The paper analyzes the navigation characteristics and risks of the ship at different stages in the navigation tunnel, and proposes a navigation scheme suitable for the ship navigating in the narrow and long tunnel.

[0005] In the paper "Ship safety distance model in navigable tunnel" in Journal of Safety and Environment, Vol. 21, No. 3, 2021, a ship following safety distance model in navigable tunnel is established by applying traffic flow and following theory, the calculation method of ship safety distance in different states in navigable tunnel is studied, the ship safety distance in different positions of navigable tunnel is studied, and the ship safety distance control mode in navigable tunnel is put forward. The above papers all study the ship navigation problem in navigable tunnel at the micro level, but lack the optimization of ventilation, lighting, communication and other system resources in ship navigation organization and the partition control scheme of the whole navigation organization process.

[0006] Therefore, how to better improve the safety and smoothness of ship passing through the navigable tunnel has become a problem to be considered and solved by those skilled in the art. SUMMARY

[0007] In view of the above defects or improvement needs of the prior art, the present application provides the following technical solutions in order to solve the problems existing in the prior art.

[0008] The present application provides a long tunnel ship navigation control method, comprising:

[0009] Obtaining the operation constraint condition that the long tunnel can be navigated, and the operation environment characteristics of the long tunnel;

[0010] Dividing the long tunnel into multiple navigation areas, and establishing a navigation organization model for each navigation area, wherein the multiple navigation areas include: a navigation transition area at the entrance of the navigable tunnel, an entrance area of the navigable tunnel, a middle area of the tunnel, an exit area of the navigable tunnel, and an exit transition area of the navigable tunnel;

[0011] Calculating the ship navigation safety distance of each navigation area through the navigation organization model, and controlling the ship to pass through the long tunnel according to the ship navigation safety distance, in combination with the operation constraint condition and the operation environment characteristics, wherein a reference factor is set for adjusting the navigation organization model.

[0012] Further, the navigation organization model of the navigation transition area at the entrance of the navigable tunnel is:

[0013] L=L1=d min +L s +v(t1+t2+t3)

[0014] Wherein, L is the ship navigation safety distance, L1 is the distance between the last stop position of the front ship and the initial position of the ship, L s is the length of the front ship, d minis the minimum safety distance allowed when both ships are stationary against water, v is the sailing speed of the ship, t1 is the sailing time in the visual oscillation process of the ship driver, t2 is the sailing time in the reaction process of the ship driver observing and judging the dynamic of the front ship, and t3 is the sailing time in the braking operation process of the ship driver.

[0015] Further, the navigation organization model of the navigation tunnel entrance area is:

[0016] L0≥d min +L s +v(t1+t2+t3)

[0017] and combining the reference factor, a new navigation organization model is generated:

[0018] L0≥d min +L s +v(t1+t2+t3)+S4-L f

[0019] Under the condition that the braking performance of the front and rear ships is the same, there are three different states of safety distance, including:

[0020] If the front ship is parking and sailing, then L f >S4, at this time, L0 is the minimum safety distance for ship navigation, L min =d min +Ls+v(t1+t2+t3)+S4-L f ;

[0021] If the front and rear ships are both reversing and braking, then L f =S4, at this time, L0 is the basic safety distance for ship navigation, L min =d min +L s +v(t1+t2+t3);

[0022] If the front ship suddenly stops due to bottom breaking and rupture, then L f =0, at this time, L0 is the maximum safety distance for ship navigation, L min =d min +L s +v(t1+t2+t3)+S4;

[0023] wherein d min is the minimum safety distance allowed when both ships are stationary against water, L s is the length of the front ship, v is the sailing speed of the ship, t2 is the sailing time in the reaction process of the ship driver observing and judging the dynamic of the front ship, and t3 is the sailing time in the braking operation process of the ship driver;

[0024] The reference factor is S4 and L f S4 is the actual braking distance of the ship, L f is the actual stopping distance of the front ship.

[0025] Further, the navigation organization model of the middle zone of the tunnel is:

[0026] L = μd min + L s + v (t2 + t3)

[0027] Wherein, L is the ship navigation safety distance, μ is the influence factor of water level rise on the ship, d min is the minimum safe distance allowed when both ships are stationary on the water, L s is the length of the front ship, v is the sailing speed of the ship, t2 is the driving time in the reaction process of the ship driver observing and judging the dynamics of the front ship, and t3 is the driving time in the braking operation process of the ship driver.

[0028] Further, the navigation organization model of the exit zone of the navigation tunnel is:

[0029] L = d min + L s + v (t2 + t3)

[0030] Wherein, L is the ship navigation safety distance, d min is the minimum safe distance allowed when both ships are stationary on the water, L s is the length of the front ship, v is the sailing speed of the ship, t2 is the driving time in the reaction process of the ship driver observing and judging the dynamics of the front ship, and t3 is the driving time in the braking operation process of the ship driver.

[0031] Further, the navigation organization model of the exit transition zone of the navigation tunnel is the same as the navigation organization model of the entrance navigation transition zone of the navigation tunnel.

[0032] The application also provides a long tunnel ship navigation control system, comprising:

[0033] The tunnel condition acquisition module is used to acquire the operation constraint conditions of the long tunnel capable of navigation and the operation environment characteristics of the long tunnel.

[0034] The partition module is used to divide the long tunnel into multiple navigation areas, and establish a navigation organization model for each navigation area, wherein the multiple navigation areas include: an entrance navigation transition zone of the navigation tunnel, an entrance zone of the navigation tunnel, a middle zone of the tunnel, an exit zone of the navigation tunnel, and an exit transition zone of the navigation tunnel.

[0035] The control module is configured to calculate a ship navigation safety distance of each of the navigation areas by using the navigation organization model, and control the ship to pass through the long tunnel according to the ship navigation safety distance and in combination with the operation constraint condition and the operation environment feature, wherein a reference factor is configured to adjust the navigation organization model.

[0036] Further, the navigation organization model of the navigation tunnel entrance navigation transition area is:

[0037] L = L1 = d min + L s + v (t1 + t2 + t3)

[0038] wherein L is the ship navigation safety distance, L1 is a distance between a last stop position of a front ship and an initial position of the ship, L s is a length of the front ship, d min is a minimum safety distance allowed when both the ship and the front ship are stationary, v is a navigation speed of the ship, t1 is a running time in a visual oscillation process of a driver of the ship, t2 is a running time in a reaction process of the driver of the ship to observe and judge a dynamic of the front ship, and t3 is a running time in a braking operation process of the driver of the ship.

[0039] Further, the navigation organization model of the navigation tunnel entrance area is:

[0040] L0 ≥ d min + L s + v (t1 + t2 + t3)

[0041] and in combination with the reference factor, a new navigation organization model is generated as:

[0042] L0 ≥ d min + L s + v (t1 + t2 + t3) + S4 - L f

[0043] Under the condition that the braking performance of the front ship and the rear ship is the same, there are three different states of safety distance, including:

[0044] If the front ship is a parking ship, L f > S4, at this time, L0 is a minimum safety distance of the ship navigation, L min = d min + Ls + v (t1 + t2 + t3) + S4 - L f ;

[0045] If the front ship and the rear ship are both reverse braking ships, L f = S4, at this time, L0 is a basic safety distance of the ship navigation, L min = d min + Ls + v (t1+t2+t3) ;

[0046] If the front ship suddenly stops due to touching the bottom and breaking the cabin, then L f = 0, at this time L0 is the maximum safe distance of the ship navigation,

[0047] L min = d min + L s + v (t1+t2+t3) + S4;

[0048] Wherein, d min is the minimum safe distance allowed when both ships are stationary to water, L s is the length of the front ship, v is the navigation speed of the ship, t2 is the driving time in the reaction process of the ship driver observing and judging the dynamic of the front ship, t3 is the driving time in the braking operation process of the ship driver;

[0049] The reference factor is S4 and L f , S4 is the actual braking distance of the ship, L f is the actual parking distance of the front ship.

[0050] Further, the navigation organization model of the middle zone of the tunnel is:

[0051] L = μd min + L s + v (t2+t3)

[0052] Wherein, L is the safe distance of ship navigation, μ is the influence factor of water level change on the ship, d min is the minimum safe distance allowed when both ships are stationary to water, L s is the length of the front ship, v is the navigation speed of the ship, t2 is the driving time in the reaction process of the ship driver observing and judging the dynamic of the front ship, t3 is the driving time in the braking operation process of the ship driver.

[0053] Technical effects of the application:

[0054] 1) The partition tunnel navigation organization model is established, the navigation tunnel is divided into different regions according to the running environment characteristics and conditions of the navigation tunnel, the safe distance of ship navigation in different partitions is calculated, the ship navigation scheduling organization of long tunnel is facilitated, and the running organization efficiency of the navigation tunnel is improved;

[0055] 2) According to the characteristics of the narrow and long navigation tunnel, the optimization configuration scheme of radar positioning system, communication system, centralized monitoring system, lighting system and ventilation system in different regions in the navigation tunnel is made, so that the ship navigation process in the navigation tunnel is safer, smoother and more efficient;

[0056] 3) Promote the intelligent control process of the tunnel ship navigation organization process, and avoid the collision between the ship and the tunnel by setting the anti-collision device and the positioning docking scheme, greatly guarantee the safety and reliability of the ship entering the tunnel process. BRIEF DESCRIPTION OF DRAWINGS

[0057] Figure 1 Flow chart of the long tunnel ship navigation control method of embodiment 1;

[0058] Figure 2 Structure diagram of the long tunnel ship navigation control system of embodiment 2;

[0059] Figure 3 Flow chart of the long tunnel ship navigation control method of embodiment 3;

[0060] Figure 4 The partitioned tunnel navigation organization model of embodiment 3 is shown in the schematic diagram.

[0061] Figure 5 The partitioned long tunnel navigation organization scheme structure of embodiment 3 is shown in the schematic diagram.

[0062] Figure 6 The navigation tunnel of embodiment 3 is shown in the schematic diagram.

[0063] Figure 7 The hierarchical periodic dot matrix material structure of the anti-collision device of embodiment 3 is shown in the schematic diagram. DETAILED DESCRIPTION

[0064] In order to better understand the above technical solutions, the above technical solutions will be described in detail below in combination with the drawings in the specification and specific embodiments.

[0065] The method provided by the application can be implemented in a terminal environment, which can include one or more of the following components: a processor, a storage medium, and a display screen. The storage medium stores at least one instruction, which is loaded and executed by the processor to implement the method described in the following embodiments.

[0066] The processor can include one or more processing cores. The processor connects various parts in the entire terminal through various interfaces and lines, executes various functions of the terminal and processes data by running or executing instructions, programs, code sets or instruction sets stored in the storage medium, and calling data stored in the storage medium.

[0067] The storage medium can include random access memory (RAM) and can also include read-only memory (ROM). The storage medium can be used to store instructions, programs, codes, code sets, or instructions.

[0068] The display screen is used to display the user interface of each application program.

[0069] In addition, those skilled in the art can understand that the structure of the terminal described above does not constitute a limitation on the terminal, and the terminal can include more or fewer components, or combine certain components, or different component arrangements. For example, the terminal also includes radio frequency circuitry, input units, sensors, audio circuitry, power supplies, and other components, which are not described here.

[0070] Embodiment 1

[0071] As shown in Figure 1 The embodiment of the application provides a long tunnel ship navigation control method, which comprises the following steps:

[0072] Step 101, obtaining the operation constraint condition of the long tunnel capable of navigation and the operation environment characteristics of the long tunnel;

[0073] Step 102, dividing the long tunnel into multiple navigation areas, and establishing a navigation organization model for each navigation area, wherein the multiple navigation areas include a navigation tunnel entrance transition area, a navigation tunnel entrance area, a tunnel middle area, a navigation tunnel exit area, and a navigation tunnel exit transition area;

[0074] Step 103, calculating the ship navigation safety distance of each navigation area through the navigation organization model, and controlling the ship to pass through the long tunnel according to the ship navigation safety distance, in combination with the operation constraint condition and the operation environment characteristics, wherein a reference factor is set to adjust the navigation organization model.

[0075] Specifically, the navigation organization model of the navigation tunnel entrance transition area is:

[0076] L=L1=d min +L s +v(t1+t2+t3)

[0077] Wherein, L is the ship navigation safety distance, L1 is the distance between the last stop position of the front ship and the initial position of the ship, L s is the length of the front ship, d minis the minimum safety distance allowed when both ships are stationary against water, v is the sailing speed of the ship, t1 is the sailing time in the visual oscillation process of the ship driver, t2 is the sailing time in the reaction process of the ship driver observing and judging the dynamic of the front ship, and t3 is the sailing time in the braking operation process of the ship driver.

[0078] Specifically, the navigation organization model of the navigation tunnel entrance area is:

[0079] L0≥d min +L s +v(t1+t2+t3)

[0080] and the reference factor, to generate a new navigation organization model:

[0081] L0≥d min +L s +v(t1+t2+t3)+S4-L f

[0082] Under the condition that the braking performance of the front and rear ships is the same, there are three different states of safety distance, including:

[0083] If the front ship is parking and sailing, then L f >S4, at this time, L0 is the minimum safety distance for ship navigation, and L min =d min +Ls+v(t1+t2+t3)+S4-L f ;

[0084] If the front and rear ships are both reversing and braking, then L f =S4, at this time, L0 is the basic safety distance for ship navigation, and L min =d min +L s +v(t1+t2+t3);

[0085] If the front ship suddenly stops due to bottom breaking and rupture, then L f =0, at this time, L0 is the maximum safety distance for ship navigation, and L min =d min +L s +v(t1+t2+t3)+S4;

[0086] Wherein, d min is the minimum safety distance allowed when both ships are stationary against water, L s is the length of the front ship, v is the sailing speed of the ship, t2 is the sailing time in the reaction process of the ship driver observing and judging the dynamic of the front ship, and t3 is the sailing time in the braking operation process of the ship driver.

[0087] The reference factor is S4 and L f S4 is the actual braking distance of the ship, and L f is the actual stopping distance of the front ship.

[0088] Specifically, the navigation organization model of the middle zone of the tunnel is:

[0089] L = μd min + L s + v (t2 + t3)

[0090] wherein L is the ship navigation safety distance, μ is the influence factor of water level change on the ship, d min is the minimum safety distance allowed when both ships are static to water, L s is the length of the front ship, v is the sailing speed of the ship, t2 is the driving time in the reaction process of the ship driver observing and judging the dynamic of the front ship, and t3 is the driving time in the braking operation process of the ship driver.

[0091] Specifically, the navigation organization model of the exit zone of the navigation tunnel is:

[0092] L = d min + L s + v (t2 + t3)

[0093] wherein L is the ship navigation safety distance, d min is the minimum safety distance allowed when both ships are static to water, L s is the length of the front ship, v is the sailing speed of the ship, t2 is the driving time in the reaction process of the ship driver observing and judging the dynamic of the front ship, and t3 is the driving time in the braking operation process of the ship driver.

[0094] Specifically, the navigation organization model of the exit transition zone of the navigation tunnel is the same as the navigation organization model of the entrance navigation transition zone of the navigation tunnel.

[0095] Embodiment 2

[0096] As Figure 2 shown, the embodiment of the present application also provides a long tunnel ship navigation control system, comprising:

[0097] The tunnel condition acquisition module is used to acquire the operation constraint condition that the long tunnel can be navigated and the operation environment characteristics of the long tunnel.

[0098] The partition module is configured to divide the long tunnel into a plurality of navigation areas, and to establish a navigation organization model for each of the navigation areas, wherein the plurality of navigation areas include a navigation tunnel entrance transition area, a navigation tunnel entrance area, a tunnel middle area, a navigation tunnel exit area, and a navigation tunnel exit transition area.

[0099] The control module is configured to calculate a ship navigation safety distance for each of the navigation areas based on the navigation organization model, and to control the ship to pass through the long tunnel based on the ship navigation safety distance, the operation constraint condition, and the operation environment feature. A reference factor is provided to adjust the navigation organization model.

[0100] Specifically, the navigation organization model of the navigation tunnel entrance transition area is as follows:

[0101] L=L1=d min +L s +v(t1+t2+t3)

[0102] wherein L is a ship navigation safety distance, L1 is a distance between a last stop position of a front ship and an initial position of the ship, L s is a length of the front ship, d min is a minimum safety distance allowed when both the ship and the front ship are stationary, v is a navigation speed of the ship, t1 is a driving time during a visual oscillation process of a driver of the ship, t2 is a driving time during a reaction process of the driver of the ship to observe and judge a dynamic state of the front ship, and t3 is a driving time during a braking operation process of the driver of the ship.

[0103] Specifically, the navigation organization model of the navigation tunnel entrance area is as follows:

[0104] L0≥d min +L s +v(t1+t2+t3)

[0105] In combination with the reference factor, a new navigation organization model is generated as follows:

[0106] L0≥d min +L s +v(t1+t2+t3)+S4-L f

[0107] Under the condition that the braking performance of the front ship and the rear ship is the same, there are three different states of safety distance, including:

[0108] If the front ship is a parking ship, then L f >S4, at this time, L0 is a minimum safety distance for ship navigation, and L min =d min +Ls+v(t1+t2+t3)+S4-Lf ;

[0109] If both the front and rear ships are braking, then L f =S4, at this time L0 is the basic safety distance for ship navigation, L min =d min +L s +v(t1+t2+t3);

[0110] If the front ship suddenly stops due to touching the bottom and breaking the tank, then L f =0, at this time L0 is the maximum safety distance for ship navigation,

[0111] L min =d min +L s +v(t1+t2+t3)+S4;

[0112] wherein d min is the minimum safety distance allowed when both ships are stationary against water, L s is the length of the front ship, v is the sailing speed of the ship, t2 is the driving time in the reaction process of the ship driver observing and judging the dynamic of the front ship, and t3 is the driving time in the braking operation process of the ship driver;

[0113] The reference factors are S4 and L f , S4 is the actual braking distance of the ship, and L f is the actual parking and sailing distance of the front ship.

[0114] Specifically, the navigation organization model of the middle zone of the tunnel is:

[0115] L=μd min +L s +v(t2+t3)

[0116] wherein L is the safety distance for ship navigation, μ is the influence factor of water level rise and fall on the ship, d min is the minimum safety distance allowed when both ships are stationary against water, L s is the length of the front ship, v is the sailing speed of the ship, t2 is the driving time in the reaction process of the ship driver observing and judging the dynamic of the front ship, and t3 is the driving time in the braking operation process of the ship driver.

[0117] Specifically, the navigation organization model of the exit zone of the navigation tunnel is:

[0118] L=d min +L s +v(t2+t3)

[0119] wherein L is the safety distance for ship navigation, dmin is the minimum safe distance allowed when both vessels are stationary, L s is the length of the front vessel, v is the sailing speed of the vessel, t2 is the running time during the reaction process of the vessel driver observing and judging the dynamic of the front vessel, and t3 is the running time during the braking operation process of the vessel driver.

[0120] Specifically, the navigation organization model of the transition zone of the navigation tunnel outlet is the same as the navigation organization model of the navigation transition zone of the navigation tunnel entrance.

[0121] Embodiment 3

[0122] As Figures 3-7 shown, a long-tunnel ship navigation control method comprises the following steps:

[0123] Step 1: Before the ship passes through the long and narrow tunnel, the running constraint conditions are determined according to the lock waiting condition, the navigation tunnel running condition, the running direction, and the opening time;

[0124] Step 2: According to the running constraint conditions and the running environment characteristics and conditions of the navigation tunnel, the navigation tunnel is divided into different zones according to the passing direction, and a zoned tunnel navigation organization model is established;

[0125] Step 3: The ship navigation safety distance in different zones is calculated according to the model of Step 2, and the radar positioning system, the communication system, the lighting system, the ventilation system, and the centralized monitoring system are optimized and configured, and a zoned long-tunnel navigation organization scheme is formulated;

[0126] Step 4: According to the zoned long-tunnel navigation organization scheme of Step 3, the ship is organized to pass through the tunnel channel safely and orderly, and the long-tunnel navigation organization scheme includes the setting of the front collision avoidance device before the ship enters the tunnel entrance, the positioning and docking condition, the navigation tunnel running direction, the running mode and intensity, the lock running sequence and time.

[0127] The following are the specific steps included in each step, as shown below:

[0128] In Step 1, the lock waiting condition, the navigation tunnel running condition, the running direction, and the opening time of the ship passing through the long and narrow tunnel are the basic constants for long-tunnel ship navigation organization, which are determined according to the specific characteristics of the long-tunnel navigation structure.

[0129] Specifically, the long tunnel navigation structure includes upstream and downstream approach channels, a navigation tunnel, and a double-line three-stage continuous ship lock. The ships passing through the long tunnel are affected by inherent factors such as upstream and downstream waiting ship traffic flow, tunnel operation conditions, operation direction, and open operation time. The ships are limited by the capacity of the navigation tunnel and the lock chamber. The ships passing through the dam cannot directly enter the navigation tunnel and the lock chamber and need to be parked according to the dispatch instructions in a specific area to wait for the lock. After the previous lock ship passes, the ship enters the tunnel according to the instructions, passes through the tunnel lock chamber, and finally completes the ship passing through the dam task. The entire navigation organization structure is specifically reflected in the ship parking, waiting, sailing, entering the navigation tunnel, continuously passing through the three-stage lock chamber, and leaving the navigation tunnel in the actual operation. Each link operation is seamlessly connected.

[0130] In step 1, the operation constraints include the operation conditions of the navigation tunnel, the cross-sectional dimensions of the navigation tunnel, the navigation conditions, the ship traffic flow density, the ship dimensions, the ship types and cargo properties, and the dispatch rules.

[0131] The ship navigation dispatch executes the "one-time declaration, unified plan, first-come-first-served, efficiency, and priority" rule. The navigation tunnel operation conditions and the navigation operation conditions are considered to ensure the coordination and matching between the ship and the tunnel operation, so that the ship can pass through safely and orderly.

[0132] In step 2, the navigation tunnel operation environment characteristics and conditions include narrow navigation dimensions, shallow draft, poor visibility, enclosed environment, and complex water flow conditions. It is a typical restricted waterway, which has high requirements for the tunnel cross-sectional dimensions, tunnel navigation safety, ventilation, lighting, and communication. The tunnel operation conditions mainly include the type of the navigation tunnel entrance guide anti-collision setting, the tunnel cross-sectional dimensions, the tunnel navigation draft standard, the navigation water level and flow.

[0133] According to the passing direction, the navigation tunnel is divided into five different sections, including the navigation tunnel entrance navigation transition zone, the navigation tunnel entrance zone, the tunnel middle zone, the navigation tunnel exit zone, and the exit transition zone. A partitioned tunnel navigation organization model is established. When the ship navigates in the navigation tunnel, the ship follows the previous ship in turn. When the previous ship suddenly slows down and stops or stops due to a fault, the following ship needs to maintain a sufficient safety distance and stop until the ship does not collide with the previous ship after braking. The ship driver stops the ship immediately after discovering that the previous ship suddenly slows down, which mainly includes three stages of the following ship driver braking reaction, braking operation, and actual continuous braking of the ship. Due to the visual oscillation blind stage at the entrance and exit of the navigation tunnel, the previous ship starts to brake at the starting time, and the previous ship completes the braking at the ending time. During the entire following braking process at the entrance and exit of the navigation tunnel, the following ship has five characteristic positions, and the previous ship has two characteristic positions. The distance L1 between the last stop position "front position 2" of the previous ship and the initial position "rear position 1" of the following ship is L1=L0+L fwhere L1 is the distance between the last stop position of the front ship and the initial position of the rear ship; L0 is the headway between the front and rear ships before the front ship starts to brake; L f is the actual stopping distance of the front ship.

[0134] For the rear ship, the moving distance L b is b =S1+S2+S3+S4; where L b is the moving distance of the rear ship from the time the front ship starts to brake to the time the rear ship completes braking; S1=vt1, where S1 and t1 are the distance and time of the rear ship during the visual oscillation of the driver of the rear ship, and v is the sailing speed of the rear ship; S2=vt2, where S2 and t2 are the distance and time of the rear ship during the reaction of the driver of the rear ship to the dynamic of the front ship, and the human eye can quickly and accurately perceive the change in speed; S3=vt3, where S3 and t3 are the distance and time of the rear ship during the braking operation of the driver of the rear ship; and S4 is the actual braking distance of the rear ship.

[0135] After the front and rear ships complete braking, the safe distance between them should be no less than the minimum safe distance allowed when both ships are stationary in water, i.e., L1-L b -L s ≥d min ; where L1 is the distance between the last stop position of the front ship and the initial position of the rear ship, L s is the length of the front ship, and d min is the minimum safe distance allowed when both ships are stationary in water.

[0136] The comprehensive arrangement can obtain the safe distance L0≥d min +L s +v(t1+t2+t3)+S4-L f

[0137] Under the condition that the braking performance of the front and rear ships is the same, there are three different states of safe distance, i.e.,

[0138] (1) If the front ship is stopping and sailing, then L f >S4, at this time L0 is the minimum safe distance, and L min =d min +L s +v(t1+t2+t3)+S4-L f

[0139] (2) If the front and rear ships are both reversing and braking, then L f =S4, at this time L0 is the basic safe distance, and L min =d min +L s+ v(t1+t2+t3)

[0140] (3) If the front ship suddenly stops due to touching the bottom and breaking the cabin, then L f = 0, at this time L0 is the maximum safe distance, and L min = d min + L s + v(t1+t2+t3) + S4

[0141] In step 3, the different partition ship navigation safety distance is optimized, and the radar positioning system, communication system, lighting system, ventilation system and centralized monitoring system are configured, and the partition long tunnel navigation organization scheme is formulated, mainly including:

[0142] (1) The navigation transition zone at the entrance of the navigation tunnel, the ship is ready to enter the navigation tunnel, and a row of ship guiding anti-collision devices is arranged on both sides of the navigation transition zone at the entrance of the tunnel. The guiding anti-collision device is a layered periodic lattice structure material, which ensures that the ship maintains the correct direction into the tunnel during the process of entering the navigation tunnel, and prevents the ship from directly colliding with the navigation tunnel body. The ship will face the change of light and dark environment in the transition zone, and the ship safety distance is the complete following distance, that is, L = L1 = d min + L s + v(t1+t2+t3);

[0143] (2) The navigation tunnel entrance area, the ship experiences the dark adaptation process, and the high-illumination lighting system is densely arranged on both sides of the entrance section. Due to the change of water flow conditions at the entrance of the tunnel and the influence of ship waves, the ship safety distance is the product of the safety factor λ and a complete following distance, that is, L = λL1 = λd min + λL s + λv(t1+t2+t3)

[0144] The radar positioning system and communication system are arranged in the navigation tunnel entrance area within the coverage range. When the ship reaches the tunnel entrance confirmation line, it automatically reminds the ship to check and turn on the shipborne terminal related radar positioning equipment and communication equipment. The laser radar, odometry and shipborne terminal sensor are calibrated for external parameters to ensure the accuracy of the sensor and determine the relative pose of each sensor and the tunnel base coordinate system. That is, the laser radar can start collecting data.

[0145] (3) Tunnel middle zone, the middle part of the tunnel except the tunnel entrance zone and the exit zone, the navigation environment is relatively stable, the lighting system is set, the lighting condition is relatively stable, the middle zone mainly includes three continuous navigation locks, a total of three lock chambers, a longitudinal ventilation system is set in the tunnel, a vertical shaft centralized exhaust longitudinal ventilation mode is adopted, the vertical shaft ventilation and smoke exhaust port is evenly set as two groups of four along the longitudinal direction of the tunnel, the ventilation system is evenly set at the longitudinal 1 / 3 position of the two sides of the tunnel, the two groups of ventilation and smoke exhaust ports are respectively arranged in the first lock chamber and the second lock chamber, the spacing is consistent with the length of the lock chamber, the floating mooring bollards for ship mooring are arranged on the two sides of the tunnel in each lock chamber, so as to ensure that the floating mooring bollards rise and fall with the water level. The radar positioning system and the communication system are evenly arranged at the top of the three lock chambers in the tunnel middle zone, after the ship enters the navigation tunnel, the centralized monitoring system monitors the ship dynamics and navigation conditions throughout the process according to the data collected by the radar positioning system, and the communication system is used to interact with the ship to find abnormal conditions until the ship safely passes through the three lock chambers in the tunnel middle zone. The navigation environment in the tunnel middle zone is relatively stable, the ship rises and falls with the water level and passes through the three lock chambers step by step, considering the influence of the ship rising and falling with the water level, the ship safety distance is the ship safety distance when the ship is stably parked in the navigation tunnel, that is, L = μd min +L s +v(t2+t3), wherein μ is the influence factor of water level rise and fall on the ship.

[0146] (4) Tunnel exit transition zone, the ship is ready to leave the navigation tunnel, which is axially symmetric with the entrance navigation transition zone, the exit transition zone also sets the guiding anti-collision device, the guiding anti-collision device is a layered periodic lattice structure material, which ensures that the ship maintains the correct direction when leaving the tunnel and prevents the ship from directly colliding with the tunnel body. The ship will face the process of adapting to the environment in the exit transition zone, and the ship safety distance is the distance of the complete following process, that is, L = L1 = d min +L s +v(t1+t2+t3);

[0147] (5) Tunnel exit zone, the ship is ready to leave the navigation tunnel, the ship's visual environment changes from dark to bright, and the exit zone is symmetrically arranged with the exit transition zone. The exit zone is densely provided with high-illumination lighting systems on both sides, the ship safety distance of the exit zone is consistent with that of the exit transition zone, and the ship distance is the ship safety distance in the navigation tunnel, that is, L = d min +L s +v(t2+t3);

[0148] The centralized monitoring system equipment is evenly arranged in each zone of the whole navigation tunnel, and the whole process of the ship passing through the navigation tunnel is monitored.

[0149] The guiding anti-collision device in the long tunnel navigation organization scheme in step 4 is mainly arranged in the navigation transition zone of the tunnel entrance and the transition zone of the tunnel exit, and the guiding anti-collision device is a layered periodic lattice structure material, specifically a layered stiffness gradient structure. On a macroscopic level, a material distribution area gradient division model is established with the optimal bearing performance as the target, the optimization method of the macro-scale stiffness gradient structure is used to obtain the layered distribution of different density values, that is, the division of each sub-domain and the material usage, and the material usage of each sub-domain is used as the volume constraint of the micro-configuration optimization. On a micro-scale, a topological optimization model of the microcell is established based on the energy homogenization theory, and the topological configuration of the microcell under different volume constraints is obtained by solving the model. Then, the microcells with different configurations are substituted into the macroscopic stiffness gradient structure layered layout, and finally the stiffness gradient structure with energy absorption and bearing characteristics is obtained.

[0150] In step 4, the layered periodic lattice structure material uses the SIMP density interpolation method to establish a linear relationship between the structural elastic modulus and the relative density, takes the maximum structural stiffness as the optimization objective, and takes the structural volume and the statics equation as the constraint conditions to construct an optimization model of the macroscopic stiffness gradient structure. Then, the smooth density distribution is obtained by solving the above optimization model. Finally, the clustering method is used to process the similar intermediate density units to obtain the macroscopic gradient structure with clear levels and the material usage of each sub-domain. In order to obtain the material layout of the macroscopic gradient structure with the optimal bearing capacity, an optimization model is established with the maximum structural stiffness as the optimization objective, the relative density of the unit as the design variable, and the overall volume and the statics control equation of the structure as the constraint conditions, as follows:

[0151] In the formula, c is the objective function, that is, the flexibility of the structure, G is the global volume constraint, U and F are the overall displacement vector and global load vector at the macro scale, k is the overall stiffness matrix, u e is the displacement vector of the unit, k e is the unit stiffness matrix, x e (e represents the unit code) is the design variable, that is, the relative density of the macroscopic structure (the value range is 0-1), N is the total number of units in the design domain, V e (Ve) is the unit volume, 0 in k0 is the initial stiffness matrix, T is the transpose symbol, V0 is the design domain volume, in order to avoid matrix singularity in the iteration process, x min = 0.001 (Xmin is the relative density of the hollow material).

[0152] Taking the maximum stiffness and negative Poisson's ratio of the microcell structure as the target, a weighted synthesis method is used to establish an optimization mathematical model for measuring the bearing and energy absorption characteristics of the structure as shown in the formula.

[0153] min: c = λ1(c1)new + λ2C μnew

[0154] s.t.: KU (kl) = F (kl) , k, l = 1,... d

[0155]

[0156] 0 < x min ≤ x t ≤ 1, t = 1,..., N

[0157] where λ1, λ2 ∈ (0, 1) are weighting coefficients, U and F are the global displacement vector and the external load vector, respectively, K is the global stiffness matrix, v t is the unit volume, x t is the unit density (t is the identification code), f is the volume fraction, |Y| is the total volume of the microstructure, x min = 0.001 to avoid the singularity of the matrix in the optimization process (kl is the identification code of the macrostructure, C μnew is the measure of the energy absorption of the macrostructure, and its subscript indicates the measure of the energy absorption of the macrostructure updated each time, (c1) new C1 and new in (c1)

[0158] The energy absorption and load-bearing characteristics of the meso-cellular structure are measured by negative Poisson's ratio and stiffness. The optimization method of the stiffness gradient structure at the macro-scale is used to obtain the distribution of different density values, i.e. the division of each sub-domain and the amount of material, and the amount of material in each sub-domain is used as the volume constraint for the optimization of the meso-configuration. At the meso-scale, a topology optimization model of the meso-cell is established based on the energy homogenization theory, and the topology configuration of the cell under different volume constraints is obtained by solving the model. Then, the cells with different configurations are substituted into the macro-stiffness gradient structure layer layout, and finally a stiffness gradient structure with energy absorption and load-bearing characteristics is obtained. The optimized gradient structure is used as the basic structure material of the set guiding anti-collision device.

[0159] In step 4, the positioning and docking situation mainly refers to the transition of the ship from the entrance area of the navigation tunnel to the tunnel entrance. The ship and the tunnel position are accurately positioned by relying on the radar positioning system and the related radar positioning equipment and sensors on the ship terminal, so that the ship and the tunnel entrance are accurately docked. It includes laser radar data acquisition, data preprocessing, data coordinate system transformation, laser data clustering, and generation of navigation path. The ship can realize accurate docking and positioning with the tunnel according to the navigation path indication, reducing the collision of the ship with the tunnel body.

[0160] The operation direction, operation mode and intensity of the navigation tunnel, the operation sequence and time of the lock are that the tunnel in the middle region of the navigation tunnel is operated according to the three-level continuous ship lock, the operation mode is divided from the upstream and downstream directions of the channel, which is the uplink operation or downlink operation, the operation intensity represents the number of ships passing through the tunnel and the number of ships waiting to pass through, the operation sequence of the lock is mainly to arrange the lock according to the time sequence according to the ship scale, the declared passing sequence and the constraint condition, and the operation time of the lock is mainly the time for a group of ships passing through the lock to enter the navigation tunnel until the ships leave the tunnel.

[0161] The above-mentioned serial numbers of the embodiments of the present application are only for description, and do not represent the advantages and disadvantages of the embodiments.

[0162] In the above-mentioned embodiments of the present application, the description of each embodiment has its own emphasis, and the parts not described in detail in a certain embodiment can be referred to the related description of other embodiments.

[0163] In the several embodiments of the present application, it should be understood that the disclosed technology can be implemented in other ways. Of course, the embodiments described above are only schematic. For example, the division of units is only a logical function division, and there can be another division manner in actual implementation. For example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the displayed or discussed coupling or direct coupling or communication connection between units can be indirect coupling or communication connection through some interface, and can be electrical or other forms.

[0164] The units described as separate components can or can not be physically separate, and the components displayed as units can or can not be physical units, that is, they can be located in one place, or can be distributed on a plurality of network units. According to actual needs, some or all of the units can be selected to achieve the purpose of the embodiment scheme.

[0165] In addition, each functional unit in each embodiment of the present application can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The above integrated unit can be realized in the form of hardware or in the form of software functional unit.

[0166] The integrated unit, if implemented in the form of a software function unit and sold or used as an independent product, can be stored in a computer readable storage medium. Based on such an understanding, the technical solutions of the present application, essentially or in other words, the part that contributes to the prior art or the whole or part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: a U disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a mobile hard disk, a magnetic disk or an optical disk, and various media that can store program codes.

[0167] Obviously, the above embodiments are only examples for clearly illustrating, but not limitation on the embodiments. For those skilled in the art, based on the above description, other different forms of changes or variations can also be made. Here, it is not necessary and also impossible to enumerate all the embodiments. The obvious changes or variations derived therefrom are still within the protection scope of the present application.

Claims

1. A long tunnel ship navigation control method characterized by, The application relates to a tunnel navigation organization model and a tunnel navigation control method. Obtaining operation constraint conditions and operation environment characteristics of a long tunnel capable of being navigated; The long tunnel is divided into multiple navigation areas, and a navigation organization model of each navigation area is established, wherein the multiple navigation areas include a navigation tunnel entrance navigation transition area, a navigation tunnel entrance area, a tunnel middle area, a navigation tunnel exit area and a navigation tunnel exit transition area; The navigation organization model of the navigation tunnel entrance navigation transition area is as follows: L = L1= d min + L s +v(t1+t2+t3), Wherein, L is the ship navigation safety distance, L1 is the distance between the last stop position of the front ship and the initial position of the ship, L s is the length of the front ship, d min is the minimum safety distance allowed when both ships are stationary on the water, v is the sailing speed of the ship, t1 is the driving time in the visual oscillation process of the ship driver, t2 is the driving time in the reaction process of the ship driver observing and judging the dynamics of the front ship, and t3 is the driving time in the braking operation process of the ship driver. The navigation organization model of the navigation tunnel entrance area is as follows: Lo ≥ d min + L s + v(t1+t2+t3), A new navigation organization model is generated by combining a reference factor; Lo ≥ d min + L s + v(t1+t2+t3) + S4 - L f， Under the condition that the braking performance of front and rear ships is the same, there are three different states of safety distance, including: If the preceding ship is parking and drifting, then L f S4, at this time L0 is the minimum safety distance of ship navigation, L0= d min + Ls +v(t1+t2+t3)+S4-L f ; If both the front and rear ships are in reverse braking, then L f = S4, at this time L0 is the basic safety distance of ship navigation, L0= d min + L s + v(t1+t2+t3); If the preceding ship suddenly stops due to touching the bottom and breaking the hull, then L f = 0, at this time L0 is the maximum safe distance of the ship navigation, L0= d min + L s +v(t1+t2+t3) +S4; The reference factor is S4 and L f S4 is the actual stopping distance of the vessel, L f is the actual stopping distance of the vessel The navigation organization model of the tunnel middle area is as follows: L = μd min + L s + v(t2+t3), Wherein, mu is an influence factor of water level rise and fall on a ship; The navigation organization model of the navigation tunnel exit area is as follows: L = d min + L s + v(t2+t3), The navigation organization model of the navigation tunnel exit transition area is the same as that of the navigation tunnel entrance navigation transition area; The ship navigation safety distance of each navigation area is calculated through the navigation organization model, and the ship is controlled to pass through the long tunnel according to the ship navigation safety distance, the operation constraint conditions and the operation environment characteristics.

2. A long tunnel vessel navigation control system characterized by, The application relates to a tunnel navigation organization model and a tunnel navigation control method. Obtaining operation constraint conditions and operation environment characteristics of a long tunnel capable of being navigated; The long tunnel is divided into multiple navigation areas, and a navigation organization model of each navigation area is established, wherein the multiple navigation areas include a navigation tunnel entrance navigation transition area, a navigation tunnel entrance area, a tunnel middle area, a navigation tunnel exit area and a navigation tunnel exit transition area; The navigation organization model of the navigation tunnel entrance navigation transition area is as follows: L = L1= d min + L s + v(t1+t2+t3), Wherein, L is a ship navigation safety distance, L1 is the distance between the last stop position of the front ship and the initial position of the ship, L s is the length of the front ship, d min is the minimum safety distance allowed when both ships are stationary on the water, v is the sailing speed of the ship, t1 is the driving time during the visual oscillation process of the ship driver, t2 is the driving time during the reaction process of the ship driver observing and judging the dynamics of the front ship, and t3 is the driving time during the braking operation of the ship driver. The navigation organization model of the navigation tunnel entrance area is as follows: Lo ≥ d min + L s + v(t1+t2+t3), A new navigation organization model is generated by combining a reference factor; Lo ≥ d min + L s + v(t1+t2+t3) + S4 - L f， Under the condition that the braking performance of front and rear ships is the same, there are three different states of safety distance, including: If the preceding ship is parking and drifting, then L f S4, at this time L0 is the minimum safety distance of ship navigation, L0= d min + Ls +v(t1+t2+t3)+S4-L f ; If both the front and rear ships are in reverse braking, then L f = S4, at this time L0 is the basic safety distance of ship navigation, L0= d min + L s + v(t1+t2+t3); If the preceding ship suddenly stops due to touching the bottom and breaking the hull, then L f = 0, at this time L0 is the maximum safe distance of the ship navigation, L0= d min + L s +v(t1+t2+t3) +S4; The reference factor is S4 and L f S4 is the actual stopping distance of the vessel, L f is the actual stopping distance of the vessel The navigation organization model of the tunnel middle area is as follows: L = μd min + L s + v(t2+t3), Wherein, mu is an influence factor of water level rise and fall on a ship; The navigation organization model of the navigation tunnel exit area is as follows: L = d min + L s + v(t2+t3), The navigation organization model of the navigation tunnel exit transition area is the same as that of the navigation tunnel entrance navigation transition area; The ship navigation safety distance of each navigation area is calculated through the navigation organization model, and the ship is controlled to pass through the long tunnel according to the ship navigation safety distance, the operation constraint conditions and the operation environment characteristics.

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