Container liner stoppage and short-term capacity anomaly identification method and system

Abstract

The application provides a container liner shutdown and short-time capacity abnormality identification method and system, voyage dynamic data is calculated based on AIS data of a container ship, port data and berth data, average berthing operation time and average anchoring operation time of each port for each ship type are calculated according to ship type in the AIS data and the port data, and a specific judgment method is used to judge that the current and historical state of the container ship is in the sailing state or the shutdown state, then the number of container ships in the shutdown state of different ship companies is counted according to the container ship belonging to the ship company, the container ship shutdown and short-time capacity abnormality of different ship companies is analyzed and counted according to the number of container ships in the shutdown state and the deadweight tonnage data in the AIS data and is displayed. The application can effectively identify and distinguish the sailing or shutdown state of the container liner, and can effectively improve the accuracy of the ship company capacity comparison and monitoring.

Description

TECHNICAL FIELD

[0001] The present application relates to the container shipping technology field, and in particular to a container liner stoppage and short-time capacity abnormality identification method and system. BACKGROUND

[0002] The automatic identification system (AIS) is a kind of navigation system originally applied to the maritime safety and communication between ships and shores and ships, and plays an important role in reducing ship collision accidents and other maritime services. AIS information accumulates a large amount of data resources, which can be applied to the analysis and decision-making in the port and shipping management field through data mining and processing technology, and has great application value.

[0003] The container liner can be divided into three states of sailing, berthing and anchoring during the transportation of goods, and the three states are converted to each other to complete the transportation of goods. In the process of capacity statistics, it can be divided into two states of sailing and stopping. Sailing is the state of normally performing sailing tasks, and stopping is the state of temporarily unable to perform sailing tasks due to no sailing tasks, ship repair, etc. In the process of statistical analysis of container liner capacity, only the capacity of sailing should be counted. If the two states are not distinguished, it will inevitably cause errors in the statistical analysis of container capacity. However, there is no uniform standard for distinguishing the states of sailing or stopping of container liner, which leads to the inability to accurately analyze the changes of container capacity. SUMMARY

[0004] In order to solve the problem that there is no uniform standard for distinguishing the states of sailing or stopping of container liner at present, and the container liner capacity cannot be accurately analyzed, the present application provides a container liner stoppage and short-time capacity abnormality identification method. Based on the AIS dynamic data of container ship, port data and berth data, and combined with business logic, the states of sailing or stopping of container liner are effectively identified and distinguished, and the container liner capacity is classified according to the states, and then the container capacity is counted and analyzed. A uniform standard for judging the states of sailing or stopping of container liner is determined, and support is provided for accurately and timely calculating the sailing capacity of container ship. The present application also relates to a container liner stoppage and short-time capacity abnormality identification system.

[0005] The technical scheme of the present application is as follows:

[0006] A container liner stoppage and short-time capacity abnormality identification method, characterized in that it comprises the following steps:

[0007] Data collection step: obtaining AIS data, port data and berth data of the container ship, and calculating voyage dynamic data according to the AIS data, the port data and the berth data, the voyage dynamic data including sailing data, berthing data and anchoring data, and calculating the average berthing operation time and the average anchoring operation time of each port for each ship type according to the ship type in the AIS data and the port data;

[0008] State judgment step: when a certain container ship is currently or historically in a berthing state and is in a repair state, it is automatically judged that the container ship is in a stop state; when a certain container ship is in a berthing state and is in a non-repair state, the sailing state of the container ship is automatically judged according to the ship type and the average berthing operation time, if the ship type of the container ship is less than a preset ship type, it is further judged whether the operation time of the container ship exceeds a first set multiple of the average berthing operation time and whether the absolute operation time exceeds a preset first time threshold, if both exceed, it is judged that the container ship is in a stop state, if both do not exceed, it is judged that the container ship is in a sailing state; if the ship type of the container ship is greater than or equal to the preset ship type, it is automatically judged whether the operation time of the container ship exceeds a second set multiple of the average berthing operation time and whether the absolute operation time exceeds the preset first time threshold, if both exceed, it is judged that the container ship is in a stop state, if both do not exceed, it is judged that the container ship is in a sailing state; the first set multiple is greater than the second set multiple;

[0009] When a certain container ship is currently or historically in an anchoring state and belongs to port anchoring, it is automatically judged whether the operation time of the container ship exceeds a third set multiple of the average anchoring operation time and whether the absolute operation time exceeds a preset first time threshold, if both exceed, it is judged that the container ship is in a stop state, if both do not exceed, it is judged that the container ship is in a sailing state; when a certain container ship is in an anchoring state and belongs to mid-way anchoring, it is automatically judged whether the absolute operation time of the container ship exceeds a preset second time threshold, if yes, it is judged that the container ship is in a stop state, otherwise, it is judged that the container ship is in a sailing state;

[0010] Stop state and carrying capacity identification step: after judging the current and historical states of the container ship, the number of container ships in a stop state of different shipping companies is counted according to the shipping company to which the container ship belongs, and the container ship stop state and short-time carrying capacity abnormality of different shipping companies per day is analyzed and displayed according to the number of container ships in a stop state and the deadweight tonnage in the AIS data.

[0011] Preferably, in the data collection step, the AIS data includes static data and dynamic data, the static data includes ship movement service identification code, ship type, call sign, ship name, ship height, ship length and ship width, and the dynamic data includes ship latitude and longitude position information, time stamp, ground heading, ground speed and ship heading;

[0012] Preferably, the port data includes the start and end time of each voyage segment and the start and end port.

[0013] Preferably, in the data collection step, the AIS data is preprocessed to remove problematic data in the AIS, and then the port data is preprocessed to remove data of ship repair, data with missing start port and end port, data of unknown port and data of the same start port and end port.

[0014] Preferably, the voyage data includes start port, start time, end port, end time, draft change and voyage distance, the anchoring data includes port anchoring, intermediate anchoring and anchoring operation time, and the berthing data includes berthing operation time and berthing repair time.

[0015] Preferably, in the state judgment step, the container ship judged to be in the shutdown state is further calculated for shutdown duration, each segment of the container ship history dynamic judged to be in the shutdown state is a constant value and no longer changes, the container ship current state judged to be in the shutdown state is real-time accumulated with the current state duration, and once the current state ends, the shutdown duration also stops accumulating, and the final calculated voyage duration is added to the history voyage state table for saving; then the shutdown and capacity recognition step is used to real-time monitor the current capacity of the container liner, and the history capacity change is statistically analyzed according to the history voyage state table.

[0016] A container liner shutdown and short-time capacity abnormality recognition system, characterized in that it comprises a data collection module, a state judgment module and a shutdown and capacity recognition module connected in sequence,

[0017] The data collection module acquires AIS data, port data and berth data of the container ship, and calculates voyage dynamic data including voyage data, berthing data and anchoring data according to the AIS data, the port data and the berth data, and calculates average berthing operation time and average anchoring operation time of each port for each ship type according to the ship type in the AIS data and the port data.

[0018] The state judgment module automatically judges that the container ship is in the sailing state when the current or historical state of a certain container ship is in the berthing state and in the non-repair state, and automatically judges the sailing state of the container ship according to the ship type and the average berthing operation time, if the ship type of the container ship is less than a preset ship type, then further judges whether the operation time of the container ship exceeds a first set multiple of the average berthing operation time, and whether the absolute operation time exceeds a preset first time threshold, if both exceed, then judges that the container ship is in the stop state, if both do not exceed, then judges that the container ship is in the sailing state, if the ship type of the container ship is greater than or equal to the preset ship type, then automatically judges whether the operation time of the container ship exceeds a second set multiple of the average berthing operation time, and whether the absolute operation time exceeds the preset first time threshold, if both exceed, then judges that the container ship is in the stop state, if both do not exceed, then judges that the container ship is in the sailing state, the first set multiple is greater than the second set multiple;

[0019] The state judgment module automatically judges that the container ship is in the sailing state when the current or historical state of a certain container ship is in the berthing state and in the non-repair state, and automatically judges the sailing state of the container ship according to the ship type and the average berthing operation time, if the ship type of the container ship is less than a preset ship type, then further judges whether the operation time of the container ship exceeds a first set multiple of the average berthing operation time, and whether the absolute operation time exceeds a preset first time threshold, if both exceed, then judges that the container ship is in the stop state, if both do not exceed, then judges that the container ship is in the sailing state, if the ship type of the container ship is greater than or equal to the preset ship type, then automatically judges whether the operation time of the container ship exceeds a second set multiple of the average berthing operation time, and whether the absolute operation time exceeds the preset first time threshold, if both exceed, then judges that the container ship is in the stop state, if both do not exceed, then judges that the container ship is in the sailing state, the first set multiple is greater than the second set multiple;

[0020] The stop and carrying capacity identification module, after judging the current and historical states of the container ship, counts the number of container ships in the stop state of different shipping companies according to the shipping companies to which the container ships belong, and analyzes and counts the stop and short-time carrying capacity abnormality of the container ships of different shipping companies per day according to the number of container ships in the stop state and the deadweight tonnage in the AIS data, and displays the stop and short-time carrying capacity abnormality of the container ships of different shipping companies per day.

[0021] Preferably, the AIS data includes static data and dynamic data, the static data includes ship mobile service identity, ship type, call sign, ship name, ship height, ship length and ship width, and the dynamic data includes ship latitude and longitude position information, time stamp, ground heading, ground speed and ship heading;

[0022] And / or, the port data includes the start and end time of each voyage and the start and end port.

[0023] Preferably, the AIS data is preprocessed in the data collection module to remove problematic data, and then the port data is preprocessed to remove data of ship repair, data with missing start port and end port, data of unknown port, and data of the same start port and end port.

[0024] Preferably, the voyage data includes start port, start time, end port, end time, draft change, and voyage distance, the anchoring data includes port anchoring, mid-way anchoring, and anchoring operation time length, and the berthing data includes berthing operation time length and berthing repair time length.

[0025] Preferably, the state judgment module further calculates the shutdown time length of the container ship judged as the shutdown state, each piece of shutdown time length is a constant value and no longer changes when the container ship is judged as the shutdown state in the history dynamic state, the shutdown time length is accumulated in real time with the current state when the container ship is judged as the shutdown state in the current state, the shutdown time length stops accumulating once the current state ends, and the final calculated voyage time length is added to the history voyage state table for storage; then the shutdown and carrying capacity recognition module monitors the current carrying capacity of the container liner in real time, and statistically analyzes the history carrying capacity change according to the history voyage state table.

[0026] The application has the following beneficial effects:

[0027] The application provides a container liner stoppage and short-time capacity abnormality identification method, which is based on AIS dynamic data of a container ship, port data and berth data to calculate voyage dynamic data, and calculates average berthing operation time and average anchoring operation time of each port for each ship type according to ship type in the AIS data and the port data, and effectively identifies and distinguishes the state of the container liner at sea or stoppage according to the average berthing operation time and the average anchoring operation time of each port for each ship type and in combination with business logic, which determines a unified standard for the state judgment of the container liner at sea or stoppage, and provides support for subsequent accurate and real-time calculation of the container ship at sea capacity, and the specific judgment method puts forward corresponding judgment standards for different states of the container ship, which can more accurately analyze different states; after judging that the container ship is currently and historically in the state of at sea or stoppage, the number of container ships in the stoppage state of each ship company per day is counted according to the ship company to which the container ship belongs, the container ship stoppage and short-time capacity abnormality of each ship company per day is analyzed and counted according to the number of container ships in the stoppage state and the deadweight tonnage in the AIS data, and is displayed, the real-time and historical capacity of different ship companies can be more carefully analyzed according to the at-sea capacity, and the accuracy of the ship company capacity comparison and monitoring is improved. The application relates to the definition of the container liner at sea and stoppage and short-time capacity abnormality (stoppage and short-time capacity abnormality are collectively referred to as "stoppage" when judging the state), and the mutual conversion between different states. The application can effectively identify and distinguish the state of the container liner at sea or stoppage in combination with the AIS data characteristics and the actual business characteristics of the container liner, and classify the container liner capacity according to the state, and then count and analyze the container capacity, and provide support for the capacity planning based on big data.

[0028] The application also relates to a container liner stoppage and short-time capacity abnormality identification system, which corresponds to the container liner stoppage and short-time capacity abnormality identification method, and can be understood as a system for realizing the container liner stoppage and short-time capacity abnormality method, and comprises a data acquisition module, a state judgment module and a stoppage and capacity identification module connected in sequence, the modules work cooperatively, and based on the AIS dynamic data of the container ship and in combination with the business logic, the state of the container liner at sea or stoppage is effectively identified and distinguished, and the container liner capacity is classified according to the state, and then the container capacity is counted and analyzed, a unified standard for the state judgment of the container liner at sea or stoppage is determined, and support is provided for accurate and real-time calculation of the container ship at sea capacity. BRIEF DESCRIPTION OF DRAWINGS

[0029] Figure 1 It is a flowchart of the container liner stoppage and short-time capacity abnormality identification method of the application.

[0030] Figure 2 is a preferred flowchart of the state determination step of the present application.

[0031] Figure 3 is a schematic diagram of the change of the daily stoppage time of the container liner of the present application.

[0032] Figure 4 is a schematic diagram of the display of the in-service and stoppage capacity of the present application. DETAILED DESCRIPTION

[0033] The present application will be described below in conjunction with the accompanying drawings.

[0034] The present application relates to a container liner stoppage and short-time capacity anomaly identification method, a flowchart of the method is shown in Figure 1 , and comprises the following steps in sequence:

[0035] The data collection step: or further referred to as the data collection and preprocessing step: obtaining the AIS data, port data and berth data of the container ship, and preferably performing preprocessing: specifically, first use psycopg2 (PostgreSQL database interface of Python language) in Python language to connect the MySQL database, query the AIS data, port data and berth data of the container ships with MMSI of 636092927, 477883100, 636016417, 371711000 and 354712000 from the MySQL database, after obtaining the above data, clean the data, remove useless interference data, first preprocess the AIS data, remove the problematic data (such as too many missing) in the AIS, then preprocess the port data, remove the data of ship repair, data with missing start port and end port, data of unknown port and data of the same start port and end port.

[0036] Then, voyage dynamic data is calculated according to AIS data, port data and berth data. Specifically, the voyage dynamic data is calculated according to status field of AIS data, port position and berth position, and includes sailing data, berthing data and anchoring data. Preferably, the sailing data includes start port, start time, end port, end time, draft change and sailing distance, the anchoring data includes port anchoring, mid-way anchoring and anchoring operation time, and the berthing data includes berthing operation time and berthing repair time. The status field is: 1 for anchoring, 5 for berthing, and 0 for sailing. When status = 5 (berthing), the nearest port within 20 nautical miles from the latitude and longitude point is searched as the berthing port, and the distance from the latitude and longitude point to the berth of the berthing port is calculated, and the berth with the shortest distance is determined as the berthing berth. When status = 1 (anchoring), the nearest port within 20 nautical miles from the latitude and longitude point is searched as the anchoring port, and the port anchoring is determined. If there is no port within 20 nautical miles, the mid-way anchoring is determined. Through the obtained anchoring data and berthing data, the voyage data of the ship is finally obtained.

[0037] For each port with container hanging port record, according to the different ship types of container ships in AIS data, i.e. below 2999 TEU, 3000-5999 TEU, 6000-7999 TEU, 8000-11999 TEU, 12000-14999 TEU and above 15000 TEU, and the port data, the average berthing operation time and the average anchoring operation time of each port for each ship type are calculated as the reference time for subsequent analysis. Preferably, the AIS data includes static data and dynamic data, the static data includes ship mobile service identification code MMSI, ship type, call sign, ship name, ship height, ship length and ship width, and the dynamic data includes ship latitude and longitude position information, time stamp, ground heading, ground speed and ship heading. Preferably, the port data includes start and end time of each voyage and start and end port.

[0038] The current and historical state determining step: when the current or historical state of a container ship is in berthing state and in repair state, it is automatically determined that the container ship is in the stop state; when the current or historical state of a container ship is in berthing state and in non-repair state, the sailing state of the container ship is automatically determined according to the ship type and the average berthing operation time, if the ship type of the container ship is less than the preset ship type, it is further determined whether the operation time of the container ship exceeds the first set multiple of the average berthing operation time and whether the absolute operation time exceeds the preset first time threshold, if both are exceeded, it is determined that the container ship is in the stop state, if both are not exceeded, it is determined that the container ship is in the sailing state; if the ship type of the container ship is greater than or equal to the preset ship type, it is automatically determined whether the operation time of the container ship exceeds the second set multiple of the average berthing operation time and whether the absolute operation time exceeds the preset first time threshold, if both are exceeded, it is determined that the container ship is in the stop state, if both are not exceeded, it is determined that the container ship is in the sailing state; the first set multiple is greater than the second set multiple;

[0039] When the current or historical state of a container ship is in anchoring state and belongs to port anchoring, it is automatically determined whether the operation time of the container ship exceeds the third set multiple of the average anchoring operation time and whether the absolute operation time exceeds the preset first time threshold, if both are exceeded, it is determined that the container ship is in the stop state, if both are not exceeded, it is determined that the container ship is in the sailing state; when the current or historical state of a container ship is in anchoring state and belongs to mid-way anchoring, it is automatically determined whether the absolute operation time of the container ship exceeds the preset second time threshold, if yes, it is determined that the container ship is in the stop state, otherwise, it is determined that the container ship is in the sailing state.

[0040] Specifically, the entire transportation process of a container ship can be divided into sailing, anchoring and berthing states, wherein anchoring includes port anchoring (i.e. arrival anchoring) and mid-way anchoring, mid-way anchoring and anchoring port being the same as the departure port belongs to departure port anchoring, and berthing includes berthing operation and berthing repair. As shown in Figure 2 and Figure 3 the three states are analyzed as follows:

[0041] 1) When the current or historical dynamic state of a container ship is in sailing state, it is considered that the container ship is in the sailing state;

[0042] 2) When the current or historical dynamic state of a container ship with MMSI 477883100 is in berthing state and the berthing berth is a repair berth, it is determined that the container ship is in berthing repair state, and it is automatically determined that the container ship is in the stop state and the stop time is equal to the repair time;

[0043] 3), if the container ship with MMSI 371711000 is currently or historically in berthing state and belongs to berthing operation, i.e. in non-repair state, and the berthing port is Fuzhou Xingang:

[0044] Firstly, the average berthing operation time of the container ship is calculated according to the ship type and the berthing port in the AIS data. Since the operation time of the small container ship (below 2999 TEU) fluctuates greatly, if the ship type of the container ship is below 2999 TEU, it is further judged whether the current operation time of the container ship exceeds the first set multiple of the average berthing operation time, i.e. whether it exceeds 4 times of the average berthing operation time (i.e. the reference operation time), and whether the absolute operation time exceeds the first time threshold, such as 72 hours, for all ship types. If both exceed, it is judged that the container ship is in the state of stopping sailing, and the stopping time is the current state time minus the reference operation time. If both do not exceed, it is judged that the container ship is in the state of sailing. Specifically, since the ship type of the container ship with MMSI 371711000 is below 2999 TEU, and the reference operation time of the 2999 TEU ship type in Fuzhou Xingang is 12.78 hours, the current berthing operation time of the container ship is 73.54 hours, which exceeds 4 times of the reference operation time and exceeds 72 hours, so the container ship can be judged to be in the state of stopping sailing, and the stopping time is 60.76 hours.

[0045] If the ship type of the container ship is other than 2999 TEU, it is further automatically judged whether the current operation time of the container ship exceeds the second set multiple of the average berthing operation time, i.e. whether it exceeds 2 times of the average berthing operation time (i.e. the reference operation time), and whether the absolute operation time exceeds the first time threshold, such as 72 hours, for all ship types. If both exceed, it is judged that the container ship is in the state of stopping sailing, and the stopping time is the current state operation time minus the average berthing operation time. If both do not exceed, it is judged that the container ship is in the state of sailing. Specifically, the container ship with MMSI 354712000 is taken as an example. The container ship is currently in the state of berthing and belongs to berthing operation, and the berthing port is Fuzhou Xingang. Since the ship type of the container ship is 8000-11999 TEU, and the reference operation time of the 8000-11999 TEU ship type in Fuzhou Xingang is 33.07 hours, the current operation time of the container ship is 83.35 hours, which exceeds 2 times of the reference operation time and exceeds 72 hours, so the container ship can be judged to be in the state of stopping sailing, and the stopping time is 50.28 hours.

[0046] It should be noted that the first set multiple, the first time threshold and the second set multiple can be set according to actual business requirements, and the embodiments of the present application are only illustrative and not limited.

[0047] 4) In a certain container ship current or historical state is anchoring state, and belongs to port anchoring (or can be called to port anchoring), that is, the anchoring port is the same as the destination port:

[0048] First, the average anchoring operation time corresponding to the container ship is calculated according to the ship type and the berthing port in the AIS data, and then it is automatically judged whether the current operation time of the container ship exceeds the third set multiple of the average anchoring operation time, and whether the absolute operation time exceeds the preset first time threshold, that is, if the current anchoring operation time exceeds n times the average anchoring operation time, and the absolute anchoring time exceeds m hours, it is considered that the container ship is in a stop state, otherwise it is in a sailing state. Here, m and n can be set according to actual business requirements, and here it is considered that the anchoring time exceeds 1.5 times the reference time (the third set multiple of this embodiment is 1.5 times), and the absolute anchoring time exceeds the first time threshold such as 72 hours, it is considered to be in a stop state, and the stop time is the current state duration minus the average anchoring operation time; Otherwise, it is in a sailing state. Specifically, taking the container ship with MMSI 636016417 as an example, the container ship is currently in an anchoring state, and the anchoring port and the pre-arrival port are both Houston, which can be judged as to port anchoring. Since the ship type of the container ship is 3000-5999TEU, and the reference anchoring time of 3000-5999TEU ship type in Houston port is 24.08 hours, the anchoring time of the container ship is 74.8 hours as of now, which has exceeded 1.5 times the reference anchoring time, and more than 72 hours, so the container ship can be judged to be in a stop state, and the stop time is 50.72 hours.

[0049] 5) In a certain container ship current or historical state is anchoring state, and belongs to middle anchoring, and the anchoring port is the same as the departure port:

[0050] Since the state of the container ship anchoring in the departure port is abnormal itself, it may be due to the problem of the ship itself or no clear executable transportation task, so for all ship types, if the absolute operation time of the container ship (i.e. anchoring in the departure port) lasts more than a second time threshold such as n hours, it is considered that the container ship is in a stop state, otherwise it is in a sailing state. Here, n can be set according to actual business needs. Here, it is considered that the container ship is in a stop state if it is anchored in the departure port for more than 24 hours, and the stop time is the anchoring time; otherwise, it is in a sailing state. Specifically, taking the container ship with MMSI 636092927 as an example, the container ship is currently in an anchoring state, and both the anchoring port and the departure port are Ningbo Port, which can be judged as the case of anchoring in the departure port. The anchoring time is 24.84 hours, which has exceeded 24 hours, so the container ship can be judged to be in a stop state, and the stop time is 24.84 hours.

[0051] It should be noted that since the historical dynamics of the container ship are all completed states, if the above stop conditions are met, it is considered that the container ship is in a stop state during that period, and the stop time is the current state time minus the reference operation time. In addition, since the state has been completed, each segment of the stop time is a fixed value and no longer changes.

[0052] For the current state, once the stop condition is met, it is judged to be in a stop state, and the stop time is accumulated in real time with the current state. Once the current state ends, the stop time stops accumulating, and the historical stop state and the final calculated stop time are added to the historical stop state table for saving.

[0053] Stop and short-time capacity abnormality identification step: as shown in Figure 4 After judging the current and historical states of the container ship, the number of container ships in a stop state of different shipping companies is counted according to the container ships belonging to different shipping companies, and the stop and short-time capacity abnormality of different shipping companies is analyzed and displayed according to the number of container ships in a stop state and the deadweight tonnage data in the AIS data. This stop and capacity identification step can also monitor the current capacity of the container liner in real time, and statistically analyze the historical capacity changes according to the historical navigation state table.

[0054] Among them, the average stop time of each container ship in a stop state each day can be used to calculate the average stop time of all container ships each day. The longer the stop time, the lower the transportation efficiency, and the more capacity is wasted.

[0055] In addition, according to the shipping company to which the container ship belongs, the number of daily inoperative ships and the deadweight tonnage of different shipping companies can be counted, and the more the number of inoperative ships and the deadweight tonnage, the lower the transportation efficiency of the company and the more serious the transportation capacity waste. In addition to the total transportation capacity, the in-transit capacity is added to the dimension of the transportation capacity analysis of different shipping companies, so that the transportation capacity analysis and comparison of different shipping companies can be more accurately carried out. Since the in-transit capacity is in real-time change, the transportation capacity comparison of different shipping companies at the current time or at a certain time period in the past can be more accurately compared.

[0056] The application also relates to a container liner inoperative and short-time transportation capacity abnormality identification system, which corresponds to the container liner inoperative and short-time transportation capacity abnormality identification method and can be understood as a system for realizing the method. The system comprises a data acquisition module, a state judgment module and an inoperative and transportation capacity identification module connected in sequence, and specifically,

[0057] The data acquisition module acquires AIS data, port data and berth data of the container ship, and calculates voyage dynamic data from the AIS data, the port data and the berth data. The voyage dynamic data includes sailing data, berthing data and anchoring data, and the average berthing operation time and the average anchoring operation time of each port for each ship type are calculated according to the ship type in the AIS data and the port data.

[0058] The state judgment module automatically judges that the container ship is in the inoperative state when the container ship is in the berthing state and in the repair state at the current time or in the past. According to the ship type and the average berthing operation time, the sailing state of the container ship is automatically judged when the container ship is in the berthing state and in the non-repair state. If the ship type of the container ship is less than the preset ship type, it is further judged whether the operation time of the container ship exceeds the first set multiple of the average berthing operation time and whether the absolute operation time exceeds the preset first time threshold. If both are exceeded, the container ship is judged to be in the inoperative state. If both are not exceeded, the container ship is judged to be in the in-transit state. If the ship type of the container ship is greater than or equal to the preset ship type, it is automatically judged whether the operation time of the container ship exceeds the second set multiple of the average berthing operation time and whether the absolute operation time exceeds the preset first time threshold. If both are exceeded, the container ship is judged to be in the inoperative state. If both are not exceeded, the container ship is judged to be in the in-transit state. The first set multiple is greater than the second set multiple.

[0059] If the current or historical state of a certain container ship is anchoring and belongs to anchoring at a port of arrival, then it is automatically determined whether the operation duration of the container ship exceeds a third set multiple of the average anchoring operation duration and whether the absolute operation duration exceeds a preset first time threshold. If both are exceeded, it is determined that the container ship is in a stop state, and if both are not exceeded, it is determined that the container ship is in a sailing state. If the current state of a certain container ship is anchoring and belongs to anchoring at a port of departure, then it is automatically determined whether the absolute operation duration of the container ship exceeds a preset second time threshold. If yes, it is determined that the container ship is in a stop state, otherwise, it is determined that the container ship is in a sailing state.

[0060] The stop and capacity identification module, after determining the current and historical states of the container ship, counts the number of container ships in a stop state of different shipping companies per day according to the shipping companies to which the container ships belong, and analyzes and counts the stop and short-time capacity abnormality of container ships of different shipping companies per day according to the number of container ships in a stop state and the deadweight tonnage data in the AIS data and displays the same.

[0061] Preferably, the AIS data includes static data and dynamic data, the static data includes ship mobile service identification code, ship type, call sign, ship name, ship height, ship length and ship width, and the dynamic data includes ship latitude and longitude position information, time stamp, ground heading, ground speed and ship heading.

[0062] Preferably, the port data includes the start and end time of each voyage segment and the start and end port.

[0063] Preferably, in the data acquisition module, the AIS data is first preprocessed to remove problematic data in the AIS, and then the port data is preprocessed to remove data for ship repair, data with missing start port and end port, data for unknown port, and data for the same start port and end port.

[0064] Preferably, the voyage data includes start port, start time, end port, end time, change in draft and voyage distance, the anchoring data includes port anchoring, mid-journey anchoring and anchoring operation duration, and the berthing data includes berthing operation duration and berthing repair duration.

[0065] Preferably, the state determination module further calculates the stop duration for a container ship determined to be in a stop state, each segment of stop duration when the container ship is historically determined to be in a stop state is a constant value and does not change, the stop duration when the container ship is currently determined to be in a stop state is real-time accumulated with the current state, and once the current state ends, the stop duration also stops accumulating. The final calculated voyage duration is added to the historical voyage state table for saving. Then, the stop and capacity identification module real-time monitors the current capacity of the container liner and statistically analyzes the historical capacity change according to the historical voyage state table.

[0066] The application provides an objective and scientific container liner shutdown and short-time capacity anomaly identification method and system. Based on AIS dynamic data of a container ship and in combination with business logic, the in-service or shutdown state of the container liner is effectively identified and distinguished, and the capacity of the container liner is classified according to the state, and then the container capacity is counted and analyzed, a unified standard is determined for the in-service and shutdown state judgment of the container liner, and support is provided for accurate and real-time calculation of the in-service capacity of the container ship.

[0067] It should be noted that the above specific embodiments can enable those skilled in the art to more fully understand the present application, but in no way limit the present application. Therefore, although the present application has been described in detail with reference to the drawings and examples, those skilled in the art should understand that the present application can still be modified or replaced by equivalents, in short, all technical solutions and improvements that do not deviate from the spirit and scope of the present application should be covered in the protection scope of the patent of the present application.

Claims

1. A container liner stoppage and short-term capacity anomaly identification method, characterized in that, The method comprises the following steps: a data collection step: obtaining AIS data, port data and berth data of the container ship, and calculating voyage dynamic data according to the AIS data, the port data and the berth data, wherein the voyage dynamic data comprises sailing data, berthing data and anchoring data, and calculating the average berthing operation time and the average anchoring operation time of each port for each ship type according to the ship type in the AIS data and the port data; wherein AIS is an automatic identification system for ships; a state judgment step: when a certain container ship is currently or historically in a berthing state and is in a repair state, it is automatically judged that the container ship is in a stop state; when a certain container ship is in a berthing state and is in a non-repair state, the sailing state of the container ship is automatically judged according to the ship type and the average berthing operation time, if the ship type of the container ship is less than a preset ship type, it is further judged whether the operation time of the container ship exceeds a first set multiple of the average berthing operation time, and whether the absolute operation time exceeds a preset first time threshold, if both exceed, it is judged that the container ship is in a stop state, if both do not exceed, it is judged that the container ship is in a sailing state; if the ship type of the container ship is greater than or equal to the preset ship type, it is automatically judged whether the operation time of the container ship exceeds a second set multiple of the average berthing operation time, and whether the absolute operation time exceeds the preset first time threshold, if both exceed, it is judged that the container ship is in a stop state, if both do not exceed, it is judged that the container ship is in a sailing state; the first set multiple is greater than the second set multiple; when a certain container ship is currently or historically in an anchoring state and belongs to port anchoring, it is automatically judged whether the operation time of the container ship exceeds a third set multiple of the average anchoring operation time, and whether the absolute operation time exceeds a preset first time threshold, if both exceed, it is judged that the container ship is in a stop state, if both do not exceed, it is judged that the container ship is in a sailing state; when a certain container ship is in an anchoring state and belongs to mid-way anchoring, it is automatically judged whether the absolute operation time of the container ship exceeds a preset second time threshold, if yes, it is judged that the container ship is in a stop state, otherwise, it is judged that the container ship is in a sailing state; a stop and capacity identification step: after judging the current and historical states of the container ship, the number of container ships in a stop state of different shipping companies per day is counted according to the shipping company to which the container ship belongs, and the container ship stop and short-time capacity abnormality of different shipping companies per day is analyzed and displayed according to the number of container ships in a stop state and the deadweight tonnage data in the AIS data.

2. The container liner stoppage and short-term capacity anomaly identification method according to claim 1, characterized in that, In the data collection step, the AIS data comprises static data and dynamic data, the static data comprises a ship mobile business identification code, a ship type, a call sign, a ship name, a ship height, a ship length and a ship width, and the dynamic data comprises ship latitude and longitude position information, a time stamp, a ground heading, a ground speed and a ship heading; and / or, the port data comprises the start and end time of each voyage section and the start and end port.

3. The container liner stoppage and short-term capacity anomaly identification method according to claim 1, characterized in that, The data collection step includes pre-processing AIS data to remove problematic data, and pre-processing port data to remove data of ship repair, data with missing start port and end port, data of unknown port, and data of the same start port and end port.

4. The container liner stoppage and short-term capacity anomaly identification method according to claim 1, characterized in that, The sailing data includes start port, start time, end port, end time, draft change, and sailing distance, the anchoring data includes port anchoring, mid-journey anchoring, and anchoring operation time, and the berthing data includes berthing operation time and berthing repair time.

5. The container liner service suspension and short-term capacity anomaly identification method according to any one of claims 1 to 4, characterized in that, In the state judgment step, the container ship judged to be in the stop state is further calculated for stop time. The stop time is a constant value when the container ship is judged to be in the stop state in the history dynamic state, and the stop time is accumulated in real time when the container ship is judged to be in the stop state in the current state. Once the current state ends, the stop time stops accumulating. The final calculated sailing time is added to the history sailing state table for storage. Then, the current capacity of the container liner is monitored in real time by the stop and capacity identification step, and the historical capacity change is statistically analyzed according to the history sailing state table.

6. A container liner stoppage and short-term capacity anomaly identification system, characterized by, The method comprises a data collection module, a state judgment module, and a stop and capacity identification module connected in sequence, The data collection module acquires AIS data, port data, and berth data of the container ship, and calculates voyage dynamic data according to the AIS data, the port data, and the berth data. The voyage dynamic data includes sailing data, berthing data, and anchoring data. The average berthing operation time and the average anchoring operation time of each port for each ship type are calculated according to the ship type in the AIS data and the port data. The AIS is an automatic identification system for ships. The state judgment module automatically judges that a container ship is in a stop state when the container ship is in a berthing state and in a repair state in the current or history state. The sailing state of the container ship is automatically judged according to the ship type and the average berthing operation time when the container ship is in a berthing state and in a non-repair state. If the ship type of the container ship is less than a preset ship type, it is further judged whether the operation time of the container ship exceeds a first set multiple of the average berthing operation time, and whether the absolute operation time exceeds a preset first time threshold. If both are exceeded, the container ship is judged to be in a stop state. If both are not exceeded, the container ship is judged to be in a sailing state. If the ship type of the container ship is greater than or equal to the preset ship type, it is automatically judged whether the operation time of the container ship exceeds a second set multiple of the average berthing operation time, and whether the absolute operation time exceeds the preset first time threshold. If both are exceeded, the container ship is judged to be in a stop state. If both are not exceeded, the container ship is judged to be in a sailing state. The first set multiple is greater than the second set multiple. When a container ship is currently or historically at anchor and is at port anchorage, the system automatically determines whether the ship's operation time exceeds a third preset multiple of the average anchorage operation time and whether the absolute operation time exceeds a preset first time threshold. If both exceed, the container ship is determined to be at rest; if neither exceeds, the container ship is determined to be at sea. When a container ship is at anchor and is at midway anchorage, the system automatically determines whether the absolute operation time exceeds a preset second time threshold. If so, the container ship is determined to be at rest; otherwise, the container ship is determined to be at sea. The outage and capacity identification module, after determining the current and historical status of container ships, counts the number of container ships that are out of service each day according to the shipping company to which the container ship belongs. Based on the number of container ships that are out of service and the deadweight tonnage data in the AIS data, it analyzes and counts the daily outage and short-term capacity anomalies of container ships for different shipping companies and displays them.

7. The container liner blanking and short-term capacity anomaly identification system according to claim 6, characterized in that, The AIS data includes static data and dynamic data. The static data includes the vessel mobile service identification code, vessel type, call sign, vessel name, vessel height, vessel length, and vessel width. The dynamic data includes the vessel's latitude and longitude location information, timestamp, heading to the ground, speed to the ground, and heading. And / or, the port data includes the start and end times of each segment and the origin and destination ports.

8. The container liner blanking and short-term capacity anomaly identification system according to claim 6, characterized in that, The data acquisition module first preprocesses the AIS data to remove problematic data from the AIS database. Then, it preprocesses the port data to remove data related to ship repair, missing data from the origin and destination ports, data from unknown ports, and data where the origin and destination ports are the same.

9. The container liner blanking and short-term capacity anomaly identification system of claim 6, wherein, The navigation data includes the port of origin, start time, port of destination, end time, draft change, and sailing distance; the anchorage data includes port anchorage, intermediate anchorage, and anchorage operation duration; and the berthing data includes berthing operation duration and berthing repair duration.

10. The container liner blanking and short-term capacity anomaly identification system according to one of claims 6 to 9, characterized in that The status judgment module calculates the downtime for container ships that have been judged to be in a downtime state. When a container ship is judged to be in a downtime state in the past, the downtime for each segment is a fixed value and does not change. When the container ship is judged to be in a downtime state in the current state, the downtime accumulates in real time as the current state continues. Once the current state ends, the downtime also stops accumulating. The final calculated sailing time is then added to the historical sailing status table for storage. Then, the downtime and capacity identification module monitors the current capacity of the container liner in real time and performs statistical analysis on the changes in historical capacity based on the historical sailing status table.

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