A simulation method for joint operation of ship locks on trunk and branch lines based on a coupled model of ship lock operation and ship navigation

Abstract

This invention discloses a method for simulating the combined scheduling of ship locks on trunk and branch lines based on a coupled model of ship lock scheduling and ship navigation. The method includes the following steps: determining model boundary conditions, including ship lock scheduling rules, lock operating conditions, and navigation conditions for ships passing through the locks; establishing a ship lock scheduling optimization model; establishing a ship navigation simulation model; and performing simulations using the coupled model of ship lock scheduling and ship navigation. The combined scheduling simulation of trunk and branch line locks comprehensively considers factors such as lock operating status, congestion, ship navigation speed, and navigation routes. This method has important theoretical and practical significance for studying combined scheduling schemes for multi-tiered ship locks on trunk and branch lines to improve overall ship throughput in the waterway network.

Description

Technical Field

[0001] The present invention belongs to the field of waterway transportation planning, and in particular relates to a trunk and branch line ship lock joint scheduling simulation method based on a ship lock scheduling and ship navigation coupling model. Background Art

[0002] Locks are crucial shipping infrastructure, directly impacting the safety, smooth flow, and efficiency of waterways. On busy waterways like the Yangtze River, the Grand Canal, the Pearl River, and the Xiang River, locks enable ships to overcome the water level difference between upstream and downstream, ensuring safe navigation for waterborne vessels and promoting rapid economic development through water transportation.

[0003] With the growth of waterborne trade volume, the traffic density of the inland waterway network continues to rise. Since locks have formed bottleneck nodes for smooth navigation in the shipping network, it has caused ship congestion and long waiting time at the locks. We should systematically consider the linkage between the multiple-level locks on the canal, and on the basis of continuously improving the lock's passing capacity, carry out joint scheduling of the locks along the entire line to optimize the shipping organization and coordinated scheduling.

[0004] On the other hand, the capacity of locks is a key factor affecting the overall capacity of waterways. Improving the operation and scheduling of locks is one of the effective ways to increase lock capacity. First-come, first-served is the most commonly used scheduling rule in lock scheduling, but when considering safety and lock efficiency, the order of ship passage needs to be optimized. Therefore, researching a joint scheduling and coordination mechanism for trunk and branch line locks is of great significance for improving the operational efficiency and service level of locks and further enhancing the navigability of inland waterways. Summary of the Invention

[0005] Purpose of the invention: The technical problem to be solved by the present invention is: in view of the situation where multiple branch waterways intersect between two locks on a main waterway, resulting in congestion in the locks, considering the influence of the operating status of multi-stage locks, with the goal of maximizing the overall throughput of the locks and waterway network, a lock scheduling and ship navigation coupling model is constructed to optimize the order of ship passing through the locks, and simulate the navigation conditions of ships in the waterway network after passing through the locks, so as to facilitate the analysis of ship flow and changes in the number of ships waiting to be locked in the next level of locks.

[0006] Technical solution: To achieve the above objectives, the present invention proposes a joint scheduling simulation method for trunk and branch line ship locks based on a coupled model of ship lock scheduling and ship navigation. The method comprises the following steps:

[0007] (1) Determine the model boundary conditions, including lock scheduling rules, lock operating conditions, and navigation conditions for ships passing through the lock;

[0008] (2) Establishing a ship lock scheduling optimization model;

[0009] (3) Establishing a ship navigation simulation model;

[0010] (4) Using the coupled model of lock scheduling optimization and ship navigation simulation, simulate and analyze the joint scheduling of trunk and branch line locks, and output data on the number of ships arriving at the trunk and branch line locks, ship flow in the channel section, and ship navigation time, to provide data support for the formation of a joint scheduling plan for trunk and branch line locks.

[0011] Furthermore, the specific process of step (1) is as follows:

[0012] (1.1) Determine the lock scheduling rules: The basic lock scheduling rules are to sort ships according to the order of arrival and the priority of hazardous chemicals. Based on the lock chamber operation status, the first empty lock chamber is selected, and then the locks are cleared according to the ship type. When the number of ships in the lock chamber reaches the maximum, they are scheduled to pass through the lock. Optimized scheduling rules are set to address lock congestion. Based on the basic scheduling rules, ships that need to go to the feeder channel are prioritized.

[0013] (1.2) Determine the lock operation conditions: The course of all ships waiting for the lock is considered to be unidirectional. The main line lock is a three-lane lock with parallel lock chambers, and the lock chambers operate asynchronously. Each branch lock is a single-lane lock. The scheduling process of ships in the lock chamber is ignored. The number of ships that can pass through each lock is set to a fixed value. The time interval between each lock is considered to be a fixed value. This time interval includes: the time for the gate to open and close, the time for the ship to enter the lock chamber from the approach channel, the time for filling and releasing water, and the time for the ship to leave the lock chamber. In addition, it is assumed that all ships in the same lock leave the lock chamber at the same time when the lock operation ends, and there is no additional activity between the locks.

[0014] (1.3) Determine the navigation conditions for ships passing through the lock: Determine the ship's route, range, and navigation speed parameters based on the length of the channel, navigable water flow conditions, and the intersection of the branch line and the main channel.

[0015] Furthermore, the specific process of step (2) is as follows:

[0016] According to the lock scheduling rules and lock operating conditions determined in step (1), a lock scheduling optimization model is established, and the objective function is set to minimize the average delay time of all ships applying for lock passage and maximize the average lock chamber utilization rate;

[0017] (1) Average ship delay time f1: The ship delay time is defined as the difference between the time a ship arrives at the lock and starts waiting to pass through the lock to the time it leaves the lock chamber. The average ship delay time is the arithmetic mean of the ship delay time, which reflects the fairness of the lock scheduling and the lock service level. The smaller the average delay time of all ships applying to pass through the lock, the higher the fairness of the lock scheduling and the service level.

[0018]

[0019] Where m is the total number of lock chambers, i is the lock chamber number, j is the lock number, and N i is the total number of times the gate chamber i is opened during the study period, n ij is the number of ships in the i-th lock chamber and the j-th lock, N is the total number of ships that applied to pass through the lock during the study period, k is the serial number of the ships that applied to pass through the lock during the study period, AT k is the arrival time of the kth ship applying for lock passage, LT k The exit time of the kth ship applying for lock passage;

[0020] (2) Average lock chamber utilization factor f2: Since the scheduling process of ships in the lock chamber is ignored, the lock chamber utilization factor is defined as the ratio of the number of ships passing through the lock per time during the study period to the maximum number of ships that the lock chamber can accommodate;

[0021]

[0022] Where NUM max The maximum number of general cargo ships that a lock chamber can accommodate. During the actual operation of the lock, it is necessary to minimize the delay time of ships while ensuring the utilization rate of the lock chamber. Two constraints are set to limit the conditions for ships to pass through the lock:

[0023] Constraint 1: 1 ≤ n ij ≤NUM max ,0≤NUM max -n ij ≤2

[0024] According to the above constraint 1, the difference between the number of ships in the i-th lock chamber at the j-th lock and the number of ordinary ships that a lock chamber can accommodate is within the preset range;

[0025] Constraint 2:

[0026] Constraint 2 is the constraint on the maximum waiting time of ships of different transport types. In the formula, DT k The scheduling time for the kth ship applying for lock passage; WT max DWT is the maximum waiting time for general cargo ships and container ships, which refers to the maximum waiting time from the time a ship arrives at the lock to the time it receives the dispatch signal; max is the maximum waiting time for hazardous chemical ships; ShipType is the type of cargo transported by ships applying for lock passage during the research period, 0 for general cargo ships, 1 for hazardous chemical ships, and 2 for container ships.

[0027] Furthermore, the specific process of step (3) is as follows:

[0028] Based on the lock scheduling and navigation conditions for ships passing through the lock determined in step (1), a navigation simulation model for ships passing through the lock is constructed using Rockwell Arena simulation software, including the following contents:

[0029] (1) Ship generation: Combine the Create and Schedule modules to input the ship flow through the main line and each branch lock into the model in different time periods. Use the Assign module to number the ships and record the time when the ships enter the channel.

[0030] (2) Ship speed and navigation path: Use the Decide and Assign modules to define the ship destination boundary for entering the waterway from the main and branch line locks, respectively. Then, combine the Station, Route, and Enter modules to set the ship navigation route, including the following situations: ① Entering the waterway from the main line lock and heading to the next level main line lock; ② Entering the waterway from the branch line lock and heading to the next level main line lock; ③ Entering the waterway from the main line lock and heading to the next level branch line lock; ④ Entering the waterway from the branch line lock and heading to the next level branch lock;

[0031] (3) Ship flow output: Use the ReadWrite and File modules to output the ship flow arriving at the next level lock on the main line and the branch locks respectively.

[0032] Furthermore, the specific process of step (four) is as follows: the ship arrival data of the main line lock is input into the lock scheduling optimization model, and after running, the output ship data time period flow rate is used as the input boundary of the main line passing ships in the ship navigation simulation model, and at the same time, the time period flow rate data of the ships passing through each branch line lock is used as the input boundary of the branch line passing ships, the model simulation time is set for simulation, and the channel section flow rate and the ship arrival volume of the next level lock under the main line are output.

[0033] Beneficial effects: Compared with the prior art, the technical solution of the present invention has the following beneficial technical effects:

[0034] The present invention discloses a method for simulating the joint scheduling of ship locks on trunk and branch lines based on a coupled model of ship lock scheduling and ship navigation. Through the optimization simulation of ship lock scheduling, the ship throughput under the congested lock condition is guaranteed, thereby improving the overall ship throughput of the waterway network. Combined with the simulation of ship channel navigation through the lock, the overall navigation conditions of the waterway network can be simulated more conveniently and intuitively, which is helpful for the joint scheduling decision of multi-stage ship locks on trunk and branch lines. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 The present invention is a schematic flow chart of the steps of a method for simulating the joint scheduling of ship locks on trunk and branch lines based on a coupled model of ship lock scheduling and ship navigation.

[0036] Figure 2 (a)-(b) are respectively schematic diagrams of the basic scheduling rules and optimized scheduling rules in a trunk and branch line ship lock joint scheduling simulation method based on a coupled model of ship lock scheduling and ship navigation of the present invention.

[0037] Figure 3 It is a logical framework diagram of a ship navigation simulation model in an embodiment of a trunk and branch line ship lock joint scheduling simulation method based on a ship lock scheduling and ship navigation coupling model of the present invention.

[0038] Figure 4 (a)-(e) are schematic diagrams of data input modules for ships passing through Shaobo Lock, Yanshao Lock, Yundong Lock, Yunxi Lock and Baoying Lock in an embodiment of a method for simulating joint scheduling of trunk and branch line locks based on a coupled model of lock scheduling and ship navigation of the present invention. DETAILED DESCRIPTION

[0039] The technical solution of the present invention will be further described below with reference to the accompanying drawings.

[0040] like Figure 1 As shown, the present invention proposes a method for simulating the joint scheduling of trunk and branch line locks based on a coupled model of lock scheduling and ship navigation. In the embodiment, the Shaobo to Huai'an section of the Subei Canal is selected for research. The relevant data of the Shaobo and Huai'an locks of the Subei Canal trunk waterway and the Yanshao, Yundong, Yunxi, and Baoying locks of the branch waterways are used to simulate the joint scheduling of the locks, including the following steps:

[0041] (1) Determine the boundary conditions for the simulation of joint scheduling of ship locks on the trunk and branch lines of the Subei Grand Canal from Shaobo to Huai'an, including ship lock scheduling rules, ship lock operating conditions, and navigation conditions for ships passing through the locks.

[0042] (1) Lock operation rules: Figure 2 As shown in (a), the basic scheduling rule of the lock is to first sort the ships according to the order of arrival and the priority of hazardous chemicals, select the first idle lock chamber according to the operation status of the lock chamber, and then arrange the locks according to the ship type. In order to distinguish different types of ships, hazardous chemical ships are arranged in a separate lock chamber, and container ships and general cargo ships are arranged in a common lock chamber. However, due to the generally large size of container ships, container ships are set to occupy the lock chambers of two general cargo ships, and ships are arranged to pass through the lock after the number of ships in the lock chamber reaches the maximum. The optimized scheduling rule is aimed at the situation where the lock is congested and it is necessary to cooperate with the upstream lock to jointly control the ship flow, such as Figure 2As shown in (b), the optimized scheduling rule takes ship routes into account and optimizes the basic scheduling rule. Since some ships' routes do not pass through the upstream locks and thus have less impact on upstream lock congestion, ships bound for the feeder channel are advanced in the waiting queue, allowing some ships bound for the feeder channel to pass through the locks first. This reduces ship delays and alleviates lock congestion.

[0043] (2) Lock operation conditions: The headings of all ships waiting for the lock are considered to be upward. The Shaobo lock on the main line is a three-line lock with parallel lock chambers, but the operation of each lock chamber is not synchronized; the four branch locks of Yanshao, Yundong, Yunxi and Baoying are single-line locks. The arrangement process of ships in the lock chamber is ignored, and the number of ships that can pass through each lock is set to a fixed value. The time interval between each lock is considered to be a fixed value. This time interval includes: the time of gate opening and closing, the time of ship entering the lock chamber from the pilot channel, the time of filling and draining water, the time of ship leaving the lock chamber, etc., and it is assumed that all ships in the same lock leave the lock chamber at the same time when the lock operation ends. There is no additional activity of ships between locks.

[0044] (3) Navigation conditions for ships passing through the locks: The waterway span of the Shaobo to Huai'an section of the Northern Jiangsu Canal is large, with many tributaries, and the types of navigable ships, the types of transported goods, and the navigation routes are also different. Given that there are two main line locks, Shaobo and Huai'an, and four branch locks, Yanshao, Yundong, Yunxi, and Baoying, between the Shaobo and Huai'an sections of the Northern Jiangsu Canal, the joint scheduling model for the trunk and branch locks takes the 113-kilometer canal waterway from Shaobo Lock to Huai'an Lock as the trunk line. Based on the relative positions, branch lines are set at 3 kilometers, 33 kilometers, 63 kilometers, and 83 kilometers away from the Shaobo Lock, respectively, corresponding to the intersection of the four branch waterways of Yanshao Line, Gaodong Line, Jinbao Line, and Yanbao Line with the main waterway of the Northern Jiangsu Canal, so that the ship flow can flow in or out. Based on the information and data collected in the survey, the ship navigation speed range is set to 9-12 kilometers per hour. Ignoring the situation where all locks are closed, the locks operate all day, that is, the daily operation time is 24 hours.

[0045] A statistical analysis was conducted on the ship passing data of the main and branch locks of the Subei Canal in the first quarter of 2022, and the proportion of ships passing through the main locks that went to each branch lock was calculated, as well as the proportion of ships passing through each branch lock that went to the next-level main lock or the lower-level branch locks, as shown in Table 1.

[0046] Table 1 Proportion of different ship navigation routes

[0047]

[0048]

[0049] (2) Establishing a ship lock scheduling optimization model

[0050] According to the lock scheduling rules and lock operating conditions determined in step (1), a lock scheduling optimization model is established, and the objective function is set to minimize the average delay time of all ships applying to pass through the lock and maximize the average lock chamber utilization rate.

[0051] (1) Average ship delay time f1: The ship delay time is defined as the difference between the time a ship arrives at the lock and begins waiting to pass through the lock to the time it exits the lock chamber. The average ship delay time is the arithmetic mean of the ship delay times and can reflect the fairness of lock scheduling and the lock service level. The smaller the average delay time of all ships applying to pass through the lock, the higher the fairness of lock scheduling and the higher the service level.

[0052]

[0053] Where m is the total number of lock chambers, i is the lock chamber number, j is the lock number, and N i is the total number of times the gate chamber i is opened during the study period, n ij is the number of ships in the i-th lock chamber and the j-th lock, N is the total number of ships that applied to pass through the lock during the study period, k is the serial number of the ships that applied to pass through the lock during the study period, AT k is the arrival time of the kth ship applying for lock passage, LT k The exit time of the kth ship applying for passage through the lock.

[0054] (2) Average lock chamber utilization rate f2: Since the arrangement process of ships in the lock chamber is ignored, the lock chamber utilization rate is defined as the ratio of the number of ships passing through the lock per time during the study period to the maximum number of ships that the lock chamber can accommodate.

[0055]

[0056] Where NUM max is the maximum number of general cargo ships that a lock chamber can accommodate. During the actual operation of the lock, it is necessary to minimize the delay time of ships while ensuring the utilization rate of the lock chamber. Therefore, two constraints are set to limit the conditions for ships to pass through the lock:

[0057] Constraint 1: 1 ≤ n ij ≤NUM max ,0≤NUM max -n ij ≤2

[0058] According to the above constraint 1, the difference between the number of ships in the jth lock of the i-th lock chamber and the number of ordinary ships that a lock chamber can accommodate is within the preset range.

[0059] Constraint 2:

[0060] Constraint 2 is the constraint on the maximum waiting time of ships of different transport types. k The scheduling time for the kth ship applying for lock passage; WT max DWT is the maximum waiting time for general cargo ships and container ships, which refers to the maximum waiting time from the time a ship arrives at the lock to the time it receives the dispatch signal; max is the maximum waiting time for hazardous chemical ships; ShipType is the type of cargo transported by ships applying for lock passage during the research period, 0 for general cargo ships, 1 for hazardous chemical ships, and 2 for container ships.

[0061] (3) Establish a ship navigation simulation model, the logical framework is as follows Figure 3 As shown in the figure, the ship enters the simulation model after passing through the main line lock and four branch line locks respectively. The simulation model defines the navigation route and navigation speed for the ship and then the ship enters the main channel. When the ship reaches the intersection of the main channel and different branch channels, the ship route is judged to determine whether the ship goes to the branch lock from the intersection or continues to pass through the main channel. After arriving at the corresponding lock, the ship leaves the system, and the number of ships arriving at the lock and the arrival time of the corresponding ship are recorded at each lock of the main and branch lines.

[0062] Based on the lock scheduling and navigation conditions for ships passing through the lock determined in step (1), a navigation simulation model for ships passing through the lock is constructed using Rockwell Arena simulation software, including the following contents:

[0063] (1) Ship generation: Combine the Create and Schedule modules to input the ship flow through the main line and each branch lock into the model in different time periods. Use the Assign module to number the ships and record the time when the ships enter the channel.

[0064] (2) Ship speed and navigation path: Use the Decide and Assign modules to define the destination boundaries of ships entering the waterway from the main and branch line locks, respectively. Then, combine the Station, Route, and Enter modules to set the ship navigation route, including the following situations: ① Entering the waterway from the main line lock and heading to the next level main line lock; ② Entering the waterway from the branch line lock and heading to the next level main line lock; ③ Entering the waterway from the main line lock and heading to the next level branch line lock; ④ Entering the waterway from the branch line lock and heading to the next level branch lock.

[0065] (3) Ship flow output: Use the ReadWrite and File modules to output the ship flow arriving at the next level lock on the main line and the branch locks respectively.

[0066] (4) Simulation using lock scheduling and ship navigation models

[0067] The ship arrival data of Shaobo Ship Lock on a certain day in March 2022 were selected and input into the ship lock scheduling optimization model. The scheduling rule adopted the basic scheduling sequence. The operation model obtained data such as the number of locks operated, the time of passing the lock, and the number of ships passing the lock per lock. Statistical analysis was performed to obtain data such as the average delay time of ships passing the lock and the average lock chamber utilization rate, as shown in Table 2.

[0068] Table 2 Statistics of lock operation model results

[0069] Average delay time ( / h) Average number of ships per lock Average lock chamber utilization rate Model Results 1.47 4.4 0.88

[0070] The output results of the ship scheduling optimization model are counted according to hourly flow as the input of the Schedule module of the main line Shaobo ship lock in the ship navigation simulation model, as shown in the following example: Figure 4 As shown in (a); Since the Yanshao ship lock of the branch line has a small amount of ships passing through it, the ship passing through the Yanshao ship lock is input into the Schedule module according to the flow statistics of one day in the measured data, as shown in Figure 4 As shown in (b); Count the ship flow in the upstream direction per hour from the measured data of the ship passing through the branch line Yundong ship lock, and input it into the Schedule module, such as Figure 4 As shown in (c); Count the ship flow in the upstream direction per hour from the measured data of the ship passing through the branch line Yunxi ship lock, and input it into the corresponding Schedule module, such as Figure 4 As shown in (d); the ship flow through the branch line Baoying ship lock is input into the Schedule module according to the hourly upstream ship flow statistics in the measured data, as shown in Figure 4 (e) shown.

[0071] After the input is complete, the simulation is run for five times, each lasting 48 hours. The model then outputs data on the number of ships passing through and arriving at the Shaobo locks on the main line and the Yanshao, Yundong, Yunxi, and Baoying locks on the branch lines. Based on these simulation results, the overall throughput and waiting time of ships in the waterway are optimized, which has both theoretical and practical significance for developing a joint scheduling optimization plan for the main and branch lines of the Northern Jiangsu Canal.

[0072] The above-described embodiments are only for illustrating the technical concept of the present invention and cannot be used to limit the scope of protection of the present invention. It should be pointed out that without departing from the principle of the present invention, improvements and modifications made on the basis of the technical solution should also fall within the scope of protection of the present invention.

Claims

1. A simulation method for joint scheduling of trunk and branch line locks based on a coupled model of lock scheduling and ship navigation, characterized in that: The method comprises the following steps: (1) Determine the model boundary conditions, including lock scheduling rules, lock operating conditions, and navigation conditions for ships passing through the lock; (2) Establishing a ship lock scheduling optimization model; (3) Establishing a ship navigation simulation model; (4) Using the coupled model of lock scheduling optimization and ship navigation simulation, simulate and analyze the joint scheduling of trunk and branch line locks, and output data on the number of ships arriving at the trunk and branch line locks, ship flow in the channel section, and ship navigation time, to provide data support for the formulation of the joint scheduling plan for the trunk and branch line locks; The specific process of step (2) is as follows: According to the lock scheduling rules and lock operating conditions determined in step (1), a lock scheduling optimization model is established, and the objective function is set to minimize the average delay time of all ships applying for lock passage and maximize the average lock chamber utilization rate; (1) Average ship delay time f1: The ship delay time is defined as the difference between the time a ship arrives at the lock and starts waiting to pass through the lock to the time it leaves the lock chamber. The average ship delay time is the arithmetic mean of the ship delay time, which reflects the fairness of the lock scheduling and the lock service level. The smaller the average delay time of all ships applying to pass through the lock, the higher the fairness of the lock scheduling and the service level. Where m is the total number of lock chambers, i is the lock chamber number, j is the lock number, and N i is the total number of times the gate chamber i is opened during the study period, n ij is the number of ships in the i-th lock chamber and the j-th lock, N is the total number of ships that applied to pass through the lock during the study period, k is the serial number of the ships that applied to pass through the lock during the study period, AT k is the arrival time of the kth ship applying for lock passage, LT k The exit time of the kth ship applying for lock passage; (2) Average lock chamber utilization factor f2: Since the scheduling process of ships in the lock chamber is ignored, the lock chamber utilization factor is defined as the ratio of the number of ships passing through the lock per time during the study period to the maximum number of ships that the lock chamber can accommodate; Where NUM max The maximum number of general cargo ships that a lock chamber can accommodate. During the actual operation of the lock, it is necessary to minimize the delay time of ships while ensuring the utilization rate of the lock chamber. Two constraints are set to limit the conditions for ships to pass through the lock: Constraint 1: 1 ≤ n ij ≤NUM max ,0≤NUM max -n ij ≤2 According to the above constraint 1, the difference between the number of ships in the i-th lock chamber at the j-th lock and the number of ordinary ships that a lock chamber can accommodate is within the preset range; Constraint 2: Constraint 2 is the constraint on the maximum waiting time of ships of different transport types. In the formula, DT k The scheduling time for the kth ship applying for lock passage; WT max DWT is the maximum waiting time for general cargo ships and container ships, which refers to the maximum waiting time from the time a ship arrives at the lock to the time it receives the dispatch signal; max is the maximum waiting time for hazardous chemical ships; ShipType is the type of cargo transported by ships applying for lock passage during the research period, 0 for general cargo ships, 1 for hazardous chemical ships, and 2 for container ships.

2. The method for simulating the joint scheduling of ship locks on trunk and branch lines based on the coupled model of ship lock scheduling and ship navigation according to claim 1 is characterized in that: The specific process of step (1) is as follows: (1.1) Determine the lock scheduling rules: The basic lock scheduling rules are to sort ships according to the order of arrival and the priority of hazardous chemicals. Based on the lock chamber operation status, the first empty lock chamber is selected, and then the locks are cleared according to the ship type. When the number of ships in the lock chamber reaches the maximum, they are scheduled to pass through the lock. Optimized scheduling rules are set to address lock congestion. Based on the basic scheduling rules, ships that need to go to the feeder channel are prioritized. (1.2) Determine the lock operation conditions: The course of all ships waiting for the lock is considered to be unidirectional. The main line lock is a three-lane lock with parallel lock chambers, and the lock chambers operate asynchronously. Each branch lock is a single-lane lock. The scheduling process of ships in the lock chamber is ignored. The number of ships that can pass through each lock is set to a fixed value. The time interval between each lock is considered to be a fixed value. This time interval includes: the time for the gate to open and close, the time for the ship to enter the lock chamber from the approach channel, the time for filling and releasing water, and the time for the ship to leave the lock chamber. In addition, it is assumed that all ships in the same lock leave the lock chamber at the same time when the lock operation ends, and there is no additional activity between the locks. (1.3) Determine the navigation conditions for ships passing through the lock: Determine the ship's route, range, and navigation speed parameters based on the length of the channel, navigable water flow conditions, and the intersection of the branch line and the main channel.

3. The method for simulating the joint scheduling of ship locks on trunk and branch lines based on the coupled model of ship lock scheduling and ship navigation according to claim 1 is characterized in that: The specific process of step (3) is as follows: Based on the lock scheduling and navigation conditions for ships passing through the lock determined in step (1), a navigation simulation model for ships passing through the lock is constructed using Rockwell Arena simulation software, including the following contents: (1) Ship generation: Combine the Create and Schedule modules to input the ship flow through the main line and each branch lock into the model in different time periods. Use the Assign module to number the ships and record the time when the ships enter the channel. (2) Ship speed and navigation path: Use the Decide and Assign modules to define the ship destination boundary for entering the waterway from the main and branch line locks, respectively. Then, combine the Station, Route, and Enter modules to set the ship navigation route, including the following situations: ① Entering the waterway from the main line lock and heading to the next level main line lock; ② Entering the waterway from the branch line lock and heading to the next level main line lock; ③ Entering the waterway from the main line lock and heading to the next level branch line lock; ④ Entering the waterway from the branch line lock and heading to the next level branch lock; (3) Ship flow output: Use the ReadWrite and File modules to output the ship flow arriving at the next level lock on the main line and the branch locks respectively.

4. The method for simulating the joint scheduling of ship locks on trunk and branch lines based on the coupled model of ship lock scheduling and ship navigation according to claim 1 is characterized in that: The specific process of step (four) is as follows: the ship arrival data of the main line lock is input into the lock scheduling optimization model, and after running, the time period flow of the output ship data is used as the input boundary of the main line passing ships in the ship navigation simulation model, and at the same time, the time period flow data of the ships passing through each branch line lock is used as the input boundary of the branch line passing ships, the model simulation time is set for simulation, and the channel section flow and the ship arrival volume of the lower level lock of the main line are output.

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