Ship scheduling method, device and equipment under one-way navigation and storage medium

Abstract

The application discloses a ship scheduling method under one-way navigation. The method comprises the following steps: determining the number of ships needing to be scheduled in anchorage under the condition of uninterrupted operation of a ship lock based on a navigation control period of a preset water area and operation parameters of the ship lock; determining a constraint condition of navigation of the preset water area based on the navigation control period of the preset water area, an opening frequency of the ship lock, the operation parameters of the ship lock and anchorage capacity to be locked; constructing a ship scheduling model of the preset water area with the maximum number of ship lock passing under the constraint of the constraint condition of navigation of the preset water area; and determining a ship scheduling scheme in the preset water area based on the ship scheduling model and the number of ships needing to be scheduled in anchorage. The application can guarantee uninterrupted operation of the ship lock under one-way navigation in the preset water area and can also guarantee navigation efficiency of the preset water area.

Description

Technical Field

[0001] This application relates to the field of ship scheduling technology, specifically to a ship scheduling method and apparatus, electronic equipment, and computer-readable storage medium under one-way navigation. Background Technology

[0002] The stepped navigation hub lies across the Xiling Gorge of the Yangtze River, forming three sections of tiered waterways with a continuous drop of 140 meters. This area is ecologically sensitive, presents high safety risks, attracts significant public attention, and is closely related to people's livelihoods, posing numerous challenges and difficulties for navigation. To address these challenges and solve these problems, extensive research has revealed that insufficient lock capacity and underutilization of lock operation frequency under nighttime one-way navigation conditions significantly impact the efficiency of multi-line locks. Therefore, to improve lock efficiency, methods such as changing navigation organization and scheduling, optimizing lock valve operating parameters, and shortening lock downtime for maintenance can be adopted in the later stages of lock operation. In recent years, ship development has become dominated by single-ship and diversified vessel types. According to traditional lock passage methods, all vessels must wait at the approach pier in the channel, entering the lock one by one after the miter gates have fully opened. This long entry time severely restricts the improvement of lock capacity. In particular, if the main channel is closed to navigation due to conditions such as wind, fog, or water flow, and ships cannot reach the lock in time or there are no ships that can pass through the lock, these problems will become important factors restricting the efficiency of passing through the lock. Summary of the Invention

[0003] To address the aforementioned technical problems, embodiments of this application provide a ship scheduling method and apparatus, electronic equipment, and computer-readable storage medium for one-way navigation, in order to solve the problems of insufficient lock throughput capacity and unsaturated lock operation frequency in the prior art, resulting in low navigation efficiency.

[0004] According to one aspect of the embodiments of this application, a ship scheduling method under one-way navigation is provided, comprising: determining the number of ships requiring scheduling at anchorages under the condition of uninterrupted operation of the locks based on the navigation control period of the preset water area and the operating parameters of the locks; determining the navigation constraints of the preset water area based on the navigation control period of the preset water area, the opening frequency of the locks, the operating parameters of the locks, and the capacity of the waiting anchorages; constructing a ship scheduling model with the most passing times of the multi-line locks in the preset water area under the constraints of the navigation constraints of the preset water area; and determining a ship scheduling scheme in the preset water area based on the ship scheduling model and the number of ships requiring scheduling at anchorages.

[0005] According to one aspect of the embodiments of this application, the step of constructing a vessel scheduling model that maximizes the number of lock passes in the preset waterway under the constraints of navigation in the preset waterway includes: if the preset waterway is unidirectional, determining the unidirectional navigation direction based on the number of vessels requiring scheduling at anchorages, the reserve anchorage capacity for different directions, and the operating parameters of the multi-line lock; determining the number of vessels requiring scheduling at anchorages for the unidirectional control direction based on the number of vessels requiring scheduling at anchorages for unidirectional control of the multi-line lock and the capacity of the unidirectional control anchorages; and constructing a vessel scheduling model that maximizes the number of lock passes under unidirectional navigation conditions based on the unidirectional navigation control period, the lock start time within a preset period, the multi-line lock operating mode, the capacity of waiting anchorages, the unidirectional navigation direction, and the number of vessels requiring scheduling at anchorages for the unidirectional control direction.

[0006] According to one aspect of the embodiments of this application, the determination of the number of vessels requiring anchorage scheduling based on the navigation control period of the preset waterway and the operating parameters of the lock to meet the condition of uninterrupted lock operation includes: obtaining the one-way control duration of the single-line lock in the preset waterway based on the one-way control duration of the preset waterway and the single-line lock operation delay duration; obtaining the number of times the single-line lock operates during the one-way control duration of the preset waterway based on the one-way control duration of the single-line lock and the average lock operation time of the navigation structure; and determining the number of vessels requiring anchorage scheduling based on the number of times the single-line lock operates.

[0007] According to one aspect of the embodiments of this application, obtaining the one-way control duration of the single-line lock in the preset water area based on the one-way control duration of the preset water area and the single-line lock operation delay duration includes: if the preset water area includes navigation structures, adjusting the one-way control duration of the single-line lock in the preset water area according to the operating condition information of the navigation structures.

[0008] According to one aspect of the embodiments of this application, determining the number of ships requiring anchorage scheduling based on the number of single-line lock operations includes: determining the number of ships requiring anchorage scheduling for the unidirectional control course based on the number of ships requiring anchorage scheduling for the unidirectional control of the multi-line lock and the capacity of the unidirectional control anchorage.

[0009] According to one aspect of the embodiments of this application, the method further includes: determining the time required for a vessel to navigate to a target anchorage based on hydrological information of a preset water area; determining the time period for vessels whose course needs to be pre-scheduled and controlled based on the time required for the vessel to navigate to the target anchorage; and determining the constraints for navigation in the preset water area based on the time period for vessels whose course needs to be pre-scheduled and controlled.

[0010] According to one aspect of the embodiments of this application, the method further includes: determining a vessel scheduling plan within a preset water area based on the declaration time, cargo type, and navigation priority of the vessel to be navigated, as well as the hydrological information of the preset water area; and controlling the uninterrupted operation of the locks within the preset water area and the continuous passage of the vessel to be navigated based on the vessel scheduling plan.

[0011] According to one aspect of the embodiments of this application, a vessel scheduling device under one-way navigation is provided. The device includes: a vessel quantity determination module, used to determine the number of vessels requiring scheduling at anchorages based on the navigation control period of a preset water area and the operating parameters of the lock, under the condition of uninterrupted operation of the lock; a constraint condition determination module, used to determine the constraints of navigation in the preset water area based on the navigation control period of the preset water area, the opening frequency of the lock, the operating parameters of the lock, and the capacity of the waiting anchorages; a vessel scheduling model construction module, used to construct a vessel scheduling model for the preset water area with the most passage times through the multi-line locks under the constraints of the navigation constraints; and a scheduling scheme determination module, used to determine a vessel scheduling scheme in the preset water area based on the vessel scheduling model and the number of vessels requiring scheduling at anchorages.

[0012] According to one aspect of the embodiments of this application, an electronic device is provided, including: one or more processors; and a storage device for storing one or more programs, which, when executed by the one or more processors, cause the electronic device to implement the ship scheduling method under one-way navigation as described above.

[0013] According to one aspect of the embodiments of this application, a computer-readable storage medium is provided, on which computer-readable instructions are stored, which, when executed by a computer's processor, cause the computer to perform the ship scheduling method under one-way navigation as described above.

[0014] In the technical solution provided by the embodiments of this application, the number of ships that need to be dispatched to anchorages is determined by the navigation control period corresponding to the preset water area and the operating parameters of the lock to ensure that all ships waiting to navigate in the preset water area have an anchorage to wait for berthing. Then, based on the navigation control period, the lock opening frequency, the lock operating capacity, and the capacity of the waiting anchorages in the preset water area, the constraints on navigation in the preset water area are determined. Under the constraints on navigation in the preset water area, a ship dispatching model with the most passing locks in the multi-line lock is constructed to improve the passage efficiency of ships in the preset water area. Furthermore, based on the ship dispatching model and the number of ships that need to be dispatched to anchorages, a ship dispatching scheme in the preset water area can be determined, thereby improving navigation efficiency while ensuring the balanced operation of the locks in the preset water area.

[0015] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0016] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings:

[0017] Figure 1 This is a schematic diagram illustrating the implementation environment of ship scheduling in a predetermined waterway, as shown in an exemplary embodiment of this application;

[0018] Figure 2 This is a flowchart illustrating a ship scheduling method under one-way navigation, as shown in an exemplary embodiment of this application;

[0019] Figure 3 This is a flowchart illustrating a ship scheduling method under one-way navigation, as shown in another exemplary embodiment of this application;

[0020] Figure 4 This is a flowchart illustrating a ship scheduling method under one-way navigation, as shown in another exemplary embodiment of this application;

[0021] Figure 5 This is a flowchart illustrating a ship scheduling method under one-way navigation, as shown in another exemplary embodiment of this application;

[0022] Figure 6 This is an exemplary embodiment illustrating ship scheduling and water conditions in a preset water area;

[0023] Figure 7 This is a flowchart illustrating a ship scheduling method under one-way navigation, as shown in another exemplary embodiment of this application;

[0024] Figure 8 This is a simplified flowchart illustrating the process of ship scheduling under one-way navigation in an exemplary application scenario.

[0025] Figure 9 This is a block diagram illustrating a ship scheduling device under one-way navigation, as shown in an exemplary embodiment of this application;

[0026] Figure 10 A schematic diagram of the structure of a computer system suitable for implementing the electronic device of the present application is shown. Detailed Implementation

[0027] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0028] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0029] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0030] In this application, "multiple" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0031] First, it's important to clarify that a lock is a box-shaped hydraulic structure used to ensure the smooth passage of ships by creating a concentrated water level difference in a waterway. A lock is a type of "navigation structure." In natural rivers, due to flow regulation, canalization, and in canals where terrain and water surface slope are limiting factors, a stepped longitudinal section is necessary to create a concentrated water level difference. Therefore, specialized navigation structures are required to allow ships to pass directly through this difference. The most commonly used navigation structure in modern times is the lock. It is a box-shaped structure consisting of upstream and downstream approach channels and upstream and downstream lock heads connected to lock chambers. The lock chamber is a box-shaped room for mooring ships (or fleets). By filling or draining water into the chamber, the water level is adjusted, allowing ships to rise and fall vertically between the upstream and downstream water levels, thus navigating the concentrated water level difference in the waterway. When a vessel travels from downstream to upstream, the water level in the lock chamber drops to the same level as the downstream water level. Then, the gate of the downstream lock head is opened, the vessel enters the lock chamber, the gate is closed, water is pumped in, and once the water level rises to the same level as the upstream water level, the gate of the upstream lock head is opened, allowing the vessel to exit the lock and pass through the upstream approach channel to continue upstream. When a vessel travels from upstream to downstream, the lock passage procedure is the reverse.

[0032] A lock typically has two locks (or multiple locks if there's a large drop). First, one lock is open. For example, if a ship is coming from downstream, the downstream lock is opened first to let the water flow out, leveling the water level with the downstream side. Then, the ship enters the lock, the downstream lock is closed, and the upstream lock is slowly opened to let water flow in, leveling the water level with the upstream side. Finally, the upstream lock is opened again, allowing the ship to exit. The reverse process is used for downstream operations. Locks can be classified by the number of locks arranged along their axis as single-stage, double-stage, and multi-stage locks; and by the number of parallel axes as single-line, double-line, and multi-line locks. The number of lock stages depends on the head (the difference in water level between upstream and downstream).

[0033] A pilotway is a transitional channel connecting a lock and the main channel. It is divided into upstream and downstream pilotways, and its plan shape, width, and depth must allow vessels to safely and quickly enter and exit the lock chamber. The flow direction and velocity at the pilotway's inlet and outlet must meet the requirements for safe entry and exit of vessels, and prevent siltation due to backflow. For large locks, these two aspects are usually determined through model tests. The pilotway typically contains navigation structures and berthing structures. Navigation structures are mostly impermeable navigation walls, located close to the lock head, to ensure the safe entry and exit of vessels from the lock chamber. Berthing structures are used for vessels waiting to pass through the lock.

[0034] like Figure 1 As shown, Figure 1 This is an exemplary schematic diagram illustrating the implementation environment of ship scheduling under a cascade hub, as described in this application. Figure 1 As shown, under the operation of a multi-line lock in a cascade hub, multiple vessels that will navigate through a predetermined waterway submit passage requests to the corresponding server 120 via their respective smart terminals 110. The server 120 determines the number of vessels required to be scheduled at the anchorage to meet the condition of uninterrupted operation of the lock in the predetermined waterway based on the navigation control period and the lock's operating parameters. Then, based on the navigation control period, lock opening frequency, lock operation tree, and waiting anchorage capacity, the server 120 determines the constraints for navigation in the predetermined waterway. Under the constraints of the navigation in the predetermined waterway, a vessel scheduling model with the most passage times through the multi-line lock in the predetermined waterway is constructed. Thus, the server 120 determines the vessel scheduling plan in the predetermined waterway based on the vessel scheduling model and the number of vessels required to be scheduled at the anchorage, thereby controlling the orderly passage of multiple vessels through the predetermined waterway.

[0035] in, Figure 1 The intelligent terminal 110 on the ship shown can be any terminal device that supports the installation of navigation map software, such as a smartphone, in-vehicle computer, tablet computer, laptop computer, or wearable device, but is not limited to these. Figure 1The server 120 shown is a navigation server, which can be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, CDN (Content Delivery Network), and big data and artificial intelligence platforms. No restrictions are placed on this. The intelligent terminal 110 on the ship can communicate with the navigation server 120 via wireless networks such as 3G (third-generation mobile information technology), 4G (fourth-generation mobile information technology), and 5G (fifth-generation mobile information technology). No restrictions are placed on this as well.

[0036] The annual throughput of the ship locks has been increasing year by year, exacerbating the imbalance between supply and demand, and high-level waiting times for ships have become the norm. Although modern information and management technologies have improved scheduling, the navigation efficiency of the two dams' ship locks cannot be fully utilized. Therefore, conducting research on joint scheduling methods for navigation at the cascade hubs and strengthening the regulation of ship traffic flow are crucial for establishing a "safe, smooth, efficient, and harmonious" navigation environment.

[0037] Numerous studies have revealed that insufficient lock capacity and underutilized lock operation frequency under nighttime one-way navigation conditions significantly impact the navigation efficiency of multi-line locks. Therefore, to improve lock efficiency, measures such as altering navigation organization and scheduling methods, optimizing lock valve operating parameters, and shortening lock downtime for maintenance can be implemented in the later stages of lock operation. In recent years, ship development has shifted towards single-ship vessels and diversified ship types. Traditional lock passage methods require all vessels to wait at the approach piers in the pilot channel, entering the lock one by one after the miter gates have fully opened. This lengthy entry time severely restricts the improvement of lock capacity. Especially when conditions such as wind, fog, or strong currents necessitate closures of the main channel, preventing vessels from reaching the locks in time or resulting in locks being unusable, these issues become significant factors limiting lock passage efficiency.

[0038] The problems mentioned above are universally applicable in general travel scenarios. In order to alleviate navigation pressure and improve the navigation efficiency of pilot channels, the embodiments of this application propose a ship scheduling method, a ship scheduling device, an electronic device, a computer-readable storage medium, and a computer program product under one-way navigation. These embodiments will be described in detail below.

[0039] Please see Figure 2 , Figure 2 This is a flowchart illustrating a ship scheduling method under one-way navigation, as shown in an exemplary embodiment of this application. This method can be applied to... Figure 1The implementation environment shown is specifically executed by server 120 in that implementation environment. It should be understood that the method can also be applied to other exemplary implementation environments and specifically executed by devices in other implementation environments. This embodiment does not limit the implementation environment to which the method is applicable.

[0040] like Figure 2 As shown, in an exemplary embodiment, the ship scheduling method under one-way navigation includes at least steps S210 to S240, which are described in detail below:

[0041] Step S210: Based on the preset navigation control period of the waterway and the operating parameters of the lock, determine the number of ships that need to be dispatched to the anchorage to meet the condition of uninterrupted operation of the lock.

[0042] It should be noted that ship locks are channels through which ships overcome the difference in water level between upstream and downstream sections of a river. They are an important component of modern transportation and play a vital role in national economic and social development. In recent years, some key ship locks have become major bottlenecks in navigation due to high demand exceeding their design capacity, leading to a persistent backlog of ships waiting to pass through. This has resulted in increasingly prominent social problems. Therefore, improving the throughput capacity of ship locks and alleviating waiting pressure is one of the current challenges.

[0043] Considering that a cascade navigation hub contains multiple cascade waterways, navigation faces numerous challenges and difficulties. In order to address these challenges and solve these problems, the description of this application takes a cascade hub waterway containing multiple cascade waterways as a pre-set waterway as an example.

[0044] In step S210, considering the control period of the cascade hub and the operation parameters of the locks in the cascade hub, it is determined that the number of ships at the anchorage needs to be scheduled in advance to meet the condition of uninterrupted operation of the multi-line locks in the cascade hub.

[0045] For example, in order to improve the uninterrupted operation of multi-line locks within a cascade hub, considering the control period corresponding to the cascade hub and the operating parameters of different locks in the multi-line locks, the lock's operating condition information, the lock's purpose, etc., under the condition of uninterrupted operation of the locks within the cascade hub, the number of ships that need to be pre-arranged at the anchorage is determined based on the current capacity of the available anchorage for ships waiting to enter the lock.

[0046] Step S220: Determine the constraints for navigation in the preset water area based on the navigation control period of the preset water area, the opening frequency of the lock, the operating parameters of the lock, and the capacity of the waiting anchorage.

[0047] Specifically, based on the navigation control period, lock opening frequency, lock operating parameters, and the capacity of the waiting anchorage in the waters corresponding to the cascade hubs, the navigation constraints in the waters corresponding to the cascade hubs are further determined.

[0048] For example, if the navigation control time in the waters corresponding to the cascade hub is based on the preset upstream highest navigable water level, lowest navigable water level, peak water level variation rate, lock opening frequency, and lock operating parameters, including lock opening time, opening frequency, discharge duration, filling duration, lock size, and maximum draft control of passing vessels, and combined with the capacity of the corresponding waiting anchorage in the cascade hub, the constraints for uninterrupted lock operation in the waters corresponding to the cascade hub can be determined.

[0049] Step S230: Under the constraints of navigation conditions in the preset water area, construct a vessel scheduling model that maximizes the number of times a vessel passes through the multi-line lock in the preset water area.

[0050] Following the above embodiments, under the constraint of navigation in the waters corresponding to the cascade hub, a lock scheduling model with the maximum number of lock passes in the waters corresponding to the cascade hub is constructed.

[0051] Specifically, under the constraints of navigation conditions in the waters corresponding to the cascade hubs, a vessel scheduling model is constructed to ensure the maximum number of times the multi-line locks in the waters corresponding to the cascade hubs can pass through. This vessel scheduling model ensures uninterrupted operation of the locks and guarantees the navigation efficiency of waiting vessels in the cascade hubs.

[0052] Step S240: Based on the ship scheduling model and the number of ships that need to be scheduled at the anchorage, determine the ship scheduling plan within the preset water area.

[0053] As mentioned above, based on the completed vessel scheduling model that maximizes the number of times a vessel passes through a multi-line lock in the waters of a cascade hub and the number of vessels that need to be scheduled at anchorages in the waters of a cascade hub, the vessel scheduling scheme for the current cascade hub waters is determined.

[0054] Specifically, based on the vessel scheduling model with the most passage through the multi-line lock, the number of vessels requiring anchorage scheduling, the duration of anchorage scheduling, the arrival time of multiple vessels waiting to pass through the pre-set water area of ​​the cascade hub as declared, the lock's discharge time, and the lock's filling time, the corresponding vessel scheduling plan for the current pre-set water area of ​​the cascade hub is determined. This plan is used to schedule the corresponding anchorages, control the lock's operating parameters and the vessel passage sequence, and improve navigation efficiency.

[0055] In this embodiment, the number of vessels requiring anchorage scheduling is determined by using the navigation control period corresponding to the preset water area and the lock's operating parameters to ensure uninterrupted lock operation. This guarantees that all vessels waiting to navigate within the preset water area have an anchorage to wait for berthing. Then, based on the navigation control period, lock opening frequency, lock operating capacity, and waiting anchorage capacity within the preset water area, constraints on navigation within the preset water area are determined. Under these constraints, a vessel scheduling model maximizing the number of lock passes through the multi-line locks within the preset water area is constructed to improve vessel passage efficiency. Furthermore, based on the vessel scheduling model and the number of vessels requiring anchorage scheduling, a vessel scheduling scheme within the preset water area is determined, thereby ensuring balanced lock operation while simultaneously improving navigation efficiency.

[0056] Furthermore, based on the above embodiments, please refer to... Figure 3 In one exemplary embodiment provided in this application, the specific implementation process of constructing a vessel scheduling model that maximizes the number of times a multi-line lock passes through a preset waterway under the constraints of navigation in the preset waterway may further include the following steps S310 to S330, which are described in detail below:

[0057] Step S310: If the navigation is one-way in the preset water area, the one-way navigation direction is determined based on the number of ships that need to be scheduled at the anchorage, the reserve anchorage capacity for different directions, and the operating parameters of the multi-line lock.

[0058] Specifically, if the waterway under the cascade hub is one-way, the one-way navigation direction is determined in advance based on factors such as the minimum number of vessels required for anchorage reserve in different directions, the capacity of the anchorage reserve in different directions, the actual navigation conditions of the vessels, and the operation of the multi-line locks.

[0059] For example, the course for one-way navigation in the preset waterway is determined based on the reserve anchorage capacity for different directions, the actual navigation conditions of vessels within the preset waterway of the cascade hub, and the operational status of the multi-line locks within the preset waterway. For instance, the actual navigation conditions of vessels within the preset waterway are determined based on the declared data of vessels scheduled for pre-opening, and further, the course for one-way navigation is determined based on the lock's operational parameters, such as the filling and emptying times of the multi-line locks within the preset waterway.

[0060] Step S320: Based on the number of ships that need to be scheduled at the anchorage for the one-way control of the multi-line lock and the capacity of the one-way control anchorage, determine the number of ships that need to be scheduled at the anchorage for the one-way control course.

[0061] Specifically, based on a comprehensive assessment of the minimum number of vessels that need to be reserved at the anchorage for the one-way control of multi-line locks and the anchorage capacity for the one-way control route, the capacity of vessels that need to be dropped off in advance for the actual one-way control route is determined.

[0062] For example, the number of vessels required to be anchored in a one-way controlled direction can be determined based on the minimum number of vessels required to be pre-arranged for one-way control of multi-line locks in a pre-defined waterway, and the anchorage capacity corresponding to the one-way controlled direction. This allows for the pre-arrangement of a corresponding number of anchorages for vessels waiting to pass through, which is beneficial to improving vessel passage efficiency and ensuring the balanced operation of navigation facilities.

[0063] Step S330: Based on the one-way navigation control period, the start time of the lock operation within the preset cycle, the operation mode of the multi-line lock, the capacity of the waiting anchorage, the one-way navigation direction, and the number of ships that need to be scheduled at the anchorage for the one-way control direction, construct a ship scheduling model based on the maximum number of lock operations of the multi-line lock under one-way navigation conditions.

[0064] In some feasible embodiments, a vessel scheduling model based on the maximum number of lock operations of a multi-line lock under one-way navigation conditions can be constructed based on the control period corresponding to one-way navigation in a preset water area, the start time of the lock within a preset cycle, the operation mode of the multi-line lock, the capacity of the waiting anchorage for vessels waiting to pass through the lock, the course of one-way navigation, and the number of vessels that need to be scheduled at the anchorage for one-way control courses.

[0065] In this embodiment, by calculating the one-way traffic control period, the start time of lock operations within a preset cycle, the operation mode of the multi-line lock, the capacity of the waiting anchorage, the one-way traffic direction, and the number of ships that need to be scheduled at the anchorage under the one-way control direction, a ship scheduling model based on the maximum number of lock operations under the one-way traffic condition is constructed. This improves the balance of ship scheduling, ensures traffic efficiency, and maximizes the uninterrupted operation of the lock.

[0066] Furthermore, based on the above embodiments, please refer to... Figure 4 In one exemplary embodiment provided in this application, the specific implementation process of determining the number of ships that need to be scheduled at the anchorage based on the navigation control period of the preset waterway and the operating parameters of the lock to meet the condition of uninterrupted operation of the lock may further include steps S410 to S430, which are described in detail below:

[0067] Step S410: Based on the one-way control duration of the preset water area and the single-line lock operation delay duration, the one-way control duration of the single-line lock in the preset water area is obtained.

[0068] Specifically, in some feasible embodiments, the one-way control duration of the single-line lock in the preset waters of the cascade hub can be obtained based on the one-way control duration corresponding to the one-way navigation direction in the preset waters of the current cascade hub and the single-line lock operation delay duration.

[0069] Step S420: Based on the one-way control time of the single-line lock and the average lock operation time of the navigation structure, obtain the number of times the single-line lock is operated within the preset one-way control time of the water area.

[0070] Specifically, the number of times a single-line lock can be operated within the preset one-way control time in the waters of the cascade hub can be determined based on the one-way control time of the single-line lock and the average operation time of the navigation structure.

[0071] In other words, the number of times a single-line lock is operated can be determined based on the one-way control time of the single-line lock and the average operation time of the navigation structures in the preset water area.

[0072] Based on the nighttime single-item control duration T1 and the current single-line lock operation delay time T2 in the multi-line lock system, the actual nighttime single-item control period T for the single-line lock system in the multi-line lock system is determined as follows:

[0073] T = T1 - T2

[0074] Based on the nighttime one-way control time T of a single-line ship lock and the average lock operation time ΔT of the hub structure, the nighttime single-way control time and the number of lock operations μ of the single-line ship lock are calculated as follows:

[0075] μ=T / ΔT

[0076] Step S430: Determine the number of ships that need to be scheduled at the anchorage based on the number of single-line lock operations.

[0077] Following on the above, the number of vessels requiring pre-arranged anchorages under a one-way navigation scenario can be calculated based on the number of operations of the single-line lock within the pre-defined waters of the current cascade hub. For example, if it is determined that the single-line lock is currently operating under one-way navigation within a pre-defined area of ​​the cascade hub, the number of vessels requiring pre-arranged anchorages can be determined based on the number of single-line lock operations, and the corresponding number of anchorages can be pre-arranged for vessels to wait at the lock.

[0078] In this embodiment, the one-way control time of the single-line lock in the preset water area is obtained based on the one-way navigation control time and the single-line lock operation delay time. Then, the number of times the single-line lock is operated is determined based on the one-way control time of the single-line lock. Finally, the number of ships that need to be dispatched to the anchorage is determined based on the number of times the single-line lock is operated, thus ensuring the balanced operation of the lock in the preset water area and the navigation efficiency.

[0079] Furthermore, based on the above embodiments, in one of the exemplary embodiments provided in this application, the specific implementation process of obtaining the one-way control duration of the single-line lock in the preset water area based on the one-way control duration of the preset water area and the single-line lock operation delay duration may also include the following steps, which are described in detail below: If the preset water area includes navigation structures, the one-way control duration of the single-line lock in the preset water area is adjusted according to the operating condition information of the navigation structures.

[0080] In some feasible embodiments, if the waterway corresponding to the current cascade hub includes a navigation structure, the one-way control duration of the single-line lock in the waterway corresponding to the current cascade hub can be adjusted based on the operational information of the navigation structure. For example, a berthing reserve area can be established in the waterway corresponding to the cascade hub. The arrangement of the berthing reserve area's berthing structures is limited by factors such as the geographical topography and water flow conditions of the approach channel; these structures can only be added at a certain distance upstream of the existing berthing piers. The berthing structures also adopt the berthing pier type, with their axes parallel to the centerline of the approach channel. In this way, the newly added berthing piers, together with the existing berthing piers, constitute a group of waiting berthing reserve areas, simultaneously meeting the berthing needs of multiple unit vessels.

[0081] For example, the one-way control duration of a single-line lock in a preset water area can be adjusted based on the number of navigation structures in the water area corresponding to the current cascade hub, the location information of the navigation structures, the operating parameters of the navigation structures, and other relevant operational information. This adjustment includes, for instance, appropriately extending the one-way control duration of the single-line lock in the preset water area if the number of navigation structures in the preset water area exceeds a preset threshold; and appropriately shortening the one-way control duration of the single-line lock in the preset water area if the location of a navigation structure in the preset water area exceeds a preset distance relative to the entrance location of the preset water area.

[0082] In this embodiment, the one-way control duration of the single-line lock in the preset water area is adjusted according to the working condition information of the navigation structure in the preset water area, thereby making the obtained ship scheduling scheme more accurate and reasonable and ensuring the balanced operation of the lock.

[0083] Furthermore, based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of determining the number of ships requiring anchorage scheduling based on the number of single-line lock operations may further include the following steps, detailed below:

[0084] Based on the number of vessels that need to be scheduled at the anchorage for the one-way control of the multi-line lock and the capacity of the one-way control anchorage, the number of vessels that need to be scheduled at the anchorage for the one-way control course is determined.

[0085] Specifically, in some feasible embodiments, the number of ships required to be anchored in a unidirectional control direction can be determined based on the number of ships that need to be scheduled in the anchorage during unidirectional control of a multi-line lock and the capacity of the anchorage within the preset water area during unidirectional control. For example, the average number of ships S planned per lock cycle in a single-line lock of a multi-line lock is statistically calculated, and based on this, the minimum number β of ships that need to be pre-scheduled for anchorage reserve during nighttime unidirectional control of the multi-line lock is calculated, as follows:

[0086]

[0087] In this embodiment, based on the number of ships that need to be scheduled at the anchorage for the one-way control of the multi-line lock and the capacity of the one-way control anchorage, the number of ships that need to be scheduled at the anchorage for the one-way control course can be determined. This allows for the accurate calculation of the minimum number of ships that need to be scheduled at the anchorage, thereby maximizing navigation efficiency.

[0088] Furthermore, based on the above embodiments, please refer to... Figure 5 In one exemplary embodiment provided in this application, the specific implementation process of the above-mentioned ship scheduling method under one-way navigation may further include steps S510 and S530, which are described in detail below:

[0089] Step S510: Based on the hydrological information of the preset water area, determine the time required for the vessel to navigate to the target anchorage.

[0090] Specifically, hydrological data can be further obtained from the preset waters corresponding to the cascade hubs. This includes current meteorological information, draft, current velocity, peak water level, and other hydrological data to determine the time required for vessels to navigate to the target anchorage. For example, when the main pilotage is prohibited from navigation due to wind, fog, and current conditions, this data can be used to determine the time required for vessels to navigate to the target anchorage in the current waters, making the obtained time more accurate.

[0091] Step S520: Based on the time required for the vessels to navigate to the target anchorage, determine the time period during which the vessels whose course needs to be scheduled and controlled in advance.

[0092] Following the above embodiments, after determining the time required for vessels to navigate to the target anchorage based on the hydrological information of the waters corresponding to the cascade hubs, the time periods for vessels whose course needs to be pre-scheduled and controlled can be further determined. In other words, after determining the time required for vessels to navigate to the target anchorage, the time periods for vessels whose course needs to be pre-scheduled and controlled in the current waters will be determined so that the pre-scheduled vessels do not conflict with the vessels to navigate in the preset waters, thereby improving the navigation efficiency of vessels in the current waters.

[0093] Step S530: Determine the constraints for navigation in the preset waters based on the time period for which the vessels whose course needs to be scheduled and controlled in advance.

[0094] Furthermore, the navigation constraints under the pre-set waters of the cascade hub are determined according to the time period for pre-scheduling and controlling the course of vessels as needed. For example, a certain existing double-line multi-stage continuous ship lock mainly adopts the unidirectional synchronous shifting operation scheduling method. Taking the unidirectional downward operation mode of one of the ship locks as an example, the group waiting in the pilot channel and its scheduling method are discussed.

[0095] In some feasible embodiments, such as Figure 6 As shown, the total length of the straight section of the approach channel to the lock is 930m, including a 250m navigation wall section, a 480m smoothing section, and a 200m berthing pier section. The downstream end of the navigation wall section connects to the upper lock head. The berthing pier section has 9 berthing piers spaced 25m apart. The approach channel width is 180m, of which the navigation section is 128m wide, and the effective lock chamber length LZ is 280m. The total length is 7500m. According to multi-year average statistics, the navigation closure time Tprohibition due to adverse weather conditions in the upstream and downstream channels of the lock (from the anchorage to the approach channel) is 240 minutes, and the average speed of ships from the anchorage to the navigation wall is 5km / h. The time for the gate to open or close is t_gate, which is 4 minutes; the time for the first vessel (fleet) to enter the lock in one direction is t_enter, which is 19 minutes; the time for the lock chamber to be filled or drained is t_water, which is 12.5 minutes; the time interval between the start of the first vessel (fleet) and the start of the last vessel (fleet) is t_interval, which is 3 minutes; the time required for a vessel (fleet) to enter an adjacent lock chamber from one lock chamber is equal to t_enter; and the time required for vessels (waiting units) in the same lock session to complete formation and wait for the lock to open from the anchorage to the virtual lock chamber.

[0096] In this embodiment, the time required for a vessel to travel to the target anchorage is determined by combining the hydrological information of the preset water area, thus avoiding the inaccuracy of the travel time obtained due to the influence of the hydrological environment. Furthermore, based on the travel time of the vessel to be stopped, the time period for scheduling and controlling the course of the vessel is determined, so that the pre-scheduled vessel does not conflict with the vessel to be traveled in the preset water area, thereby improving the navigation efficiency of the current water area.

[0097] Furthermore, based on the above embodiments, please refer to... Figure 7 In one exemplary embodiment provided in this application, the ship scheduling method under one-way navigation may further include the following steps S710 and S720, which are described in detail below:

[0098] Step S710: Determine the vessel scheduling plan within the preset water area based on the vessel's declaration time, cargo type, navigation priority, and hydrological information of the preset water area.

[0099] Step S720: Based on the ship scheduling scheme, control the uninterrupted operation of the lock in the preset water area and the continuous passage of ships waiting to pass.

[0100] Specifically, before entering the designated waters of the cascade hub, vessels will send relevant navigation declaration information. This declaration information includes the estimated arrival time at the designated waters, vessel name, vessel type, cargo type, actual load, formation, maximum dimensions of the vessel (length, width, height above water, and draft), actual displacement, port of origin and destination, requested passage time through the first dam, transit time between the two dams, information on onboard personnel, and other information required for navigation scheduling. The predetermined navigation priority and the current hydrological information within the designated waters determine the vessel scheduling plan. Based on the determined vessel scheduling plan, the locks within the designated area are controlled to operate continuously, ensuring the continuous passage of vessels awaiting navigation. For example, under normal weather conditions, the navigation sequence of the vessels to be navigated is determined based on the received declaration information of the vessels to be navigated. Since the draft and actual displacement of the vessels are different, the requirements for the common conditions of the lock are different. Therefore, the navigation scheduling plan of the vessels to be navigated can be determined based on the vessel's operating condition information such as the lock filling time. While ensuring the uninterrupted operation of the lock in the preset water area of ​​the cascade hub, the vessels to be navigated can also queue up and navigate in the corresponding order. This not only ensures the balanced operation of the lock, but also ensures the navigation efficiency within the cascade hub.

[0101] In this embodiment, the cargo attributes and navigation priorities of different types of ships are used as important factors in generating the ship navigation scheduling and control scheme. This ensures the passage order of ships with different cargo attributes and schedules ships to be navigated according to their navigation priorities. This effectively improves navigation efficiency while ensuring the execution of navigation priorities.

[0102] Machine learning (ML) is a multidisciplinary field involving probability theory, statistics, approximation theory, convex analysis, and algorithm complexity theory. It specifically studies how computers can simulate or implement human learning behavior to acquire new knowledge or skills and reorganize existing knowledge structures to continuously improve their performance. Machine learning is the core of artificial intelligence and the fundamental way to endow computers with intelligence; its applications span all areas of artificial intelligence. Machine learning and deep learning typically include techniques such as artificial neural networks, belief networks, reinforcement learning, transfer learning, inductive learning, and instruction-based learning.

[0103] Leveraging the powerful learning capabilities of machine learning, a machine learning process based on a large number of historical trajectories can enable machine learning models to estimate displacement biases for a comprehensive range of features related to the navigation object, including its speed, direction, habits, and dynamic / static status. This ensures that the predicted real-time position of the navigation object is more accurate and reliable. For example, the machine learning model can include a supervised model based on neural networks, such as a binary classification machine learning model. By training the machine learning model with a large number of historical trajectories, the model parameters can be adjusted during training. This allows the adjusted model parameters to provide comprehensive predictive performance for various features within a predetermined water area, including water level conditions, navigation structure operation rules, one-way navigation control periods, single-line lock operation frequency, single-line lock control length, vessel confirmation entry time into the designated water area, vessel draft, vessel type and cargo attributes, and scheduling rules.

[0104] Figure 8 This is a simplified flowchart illustrating a vessel scheduling method for one-way navigation during nighttime one-way traffic in an exemplary cascade hub scenario. Based on the navigation control period for the waters corresponding to the cascade hub during nighttime one-way navigation, and the operating parameters of the multi-line locks within the cascade hub, the minimum number of vessels requiring scheduling at the anchorage is determined under the condition of uninterrupted lock operation. Furthermore, based on the navigation control period of the cascade hubs during nighttime one-way navigation, the opening frequency of each lock, the operating parameters of each lock, and the waiting capacity of the corresponding water area of ​​the cascade hubs, the constraints for navigation within the water area corresponding to the cascade hubs are determined. Then, under the constraints of navigation within the water area corresponding to the cascade hubs, a vessel scheduling model based on maximizing the number of lock passes between the multi-line locks of the cascade hubs under nighttime one-way navigation conditions is constructed. A vessel scheduling scheme to ensure uninterrupted operation of the multi-line locks under nighttime one-way navigation conditions between the cascade hubs is formulated. The current scheduling scheme is optimized in combination with navigation conditions to organize vessels to arrive at the designated anchorages at the designated time periods to wait for locks, so as to maximize the uninterrupted operation of the multi-line locks under nighttime one-way control.

[0105] Figure 9 This is a block diagram illustrating a ship scheduling device according to an exemplary embodiment of this application. The device can be applied to… Figure 1 The implementation environment shown is specifically configured in the corresponding smart terminal 110 on the ship. This device can also be applied to other exemplary implementation environments and specifically configured in other devices. This embodiment does not limit the implementation environment to which the device is applicable.

[0106] like Figure 9As shown, the exemplary ship scheduling model includes: a ship quantity determination module 910, used to determine the number of ships requiring scheduling at anchorages under the condition of uninterrupted operation of the locks, based on the navigation control period of the preset water area and the lock operation parameters; a constraint condition determination module 920, used to determine the constraints of navigation in the preset water area based on the navigation control period of the preset water area, the lock opening frequency, the lock operation parameters, and the capacity of the waiting anchorages; a ship scheduling model construction module 930, used to construct a ship scheduling model with the most passing times of the multi-line locks in the preset water area under the constraints of the navigation constraints; and a scheduling scheme determination module 940, used to determine the ship scheduling scheme in the preset water area based on the ship scheduling model and the number of ships requiring scheduling at anchorages.

[0107] According to one aspect of the embodiments of this application, the above-mentioned ship scheduling model construction module 830 further includes: a course determination unit, used to determine the one-way navigation course based on the number of ships requiring scheduling anchorages, the capacity of reserve anchorages for different courses, and the operating parameters of the multi-line lock if the navigation is one-way in the preset water area; a first ship number determination unit, used to determine the number of ships requiring scheduling anchorages for the one-way control course based on the number of ships requiring scheduling anchorages for the one-way control of the multi-line lock and the capacity of the one-way control anchorages; and a model construction unit, used to construct a ship scheduling model based on the maximum number of lock operations of the multi-line lock under one-way navigation conditions based on the one-way navigation control period, the lock start time within the preset cycle, the multi-line lock operation mode, the capacity of the waiting anchorages, the one-way navigation course, and the number of ships requiring scheduling anchorages for the one-way control course.

[0108] According to one aspect of the embodiments of this application, the above-mentioned vessel quantity determination module 810 further includes: a control duration determination unit, used to obtain the one-way control duration of the single-line lock in the preset water area based on the one-way control duration of the preset water area and the single-line lock operation delay duration; an operation count calculation unit, used to obtain the operation count of the single-line lock in the preset water area based on the one-way control duration of the single-line lock and the average lock operation time of the navigation structure; and a second vessel quantity determination unit, used to determine the number of vessels that need to be dispatched to the anchorage based on the single-line lock operation count.

[0109] According to one aspect of the embodiments of this application, the aforementioned control duration determination unit is further specifically used to adjust the one-way control duration of the single-line lock in the preset water area based on the operating condition information of the navigation structure if the preset water area includes a navigation structure.

[0110] According to one aspect of the embodiments of this application, the first vessel quantity determination unit is further specifically used to determine the number of vessels that need to be scheduled at the anchorage for the one-way control course based on the number of vessels that need to be scheduled at the anchorage for the one-way control of the multi-line lock and the capacity of the one-way control anchorage.

[0111] According to one aspect of the embodiments of this application, the above-mentioned vessel scheduling device further includes: a duration calculation module, used to determine the duration required for a vessel to navigate to a target anchorage based on the hydrological information of a preset water area; a time period determination module, used to determine the time period for vessels whose course needs to be scheduled and controlled in advance based on the duration required for the vessel to navigate to the target anchorage; and a constraint condition determination module, used to determine the constraints for navigation in the preset water area based on the time period for vessels whose course needs to be scheduled and controlled in advance.

[0112] According to one aspect of the embodiments of this application, the above-mentioned ship scheduling device further includes: a ship scheduling scheme determination module, used to determine a ship scheduling scheme in a preset water area based on the declaration time, cargo type, and navigation priority of the ship to be navigated and the hydrological information of the preset water area.

[0113] The control module is used to control the uninterrupted operation of the locks within the preset water area and the continuous passage of ships waiting to navigate, based on the ship scheduling plan.

[0114] It should be noted that the ship scheduling device provided in the above embodiments and the ship scheduling method under one-way navigation provided in the above embodiments belong to the same concept. The specific operation methods of each module and unit have been described in detail in the method embodiments and will not be repeated here. In practical applications, the ship scheduling device provided in the above embodiments can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. This is not a limitation here.

[0115] Embodiments of this application also provide an electronic device, including: one or more processors; and a storage device for storing one or more programs, which, when executed by one or more processors, enable the electronic device to implement the ship scheduling method under unidirectional navigation provided in the above embodiments.

[0116] Figure 10 A schematic diagram of a computer system suitable for implementing the embodiments of this application is shown. It should be noted that... Figure 10 The computer system 1000 of the electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0117] like Figure 10As shown, the computer system 1000 includes a Central Processing Unit (CPU) 1001, which can perform various appropriate actions and processes, such as executing the methods described in the above embodiments, based on programs stored in Read-Only Memory (ROM) 1002 or programs loaded from Storage Unit 1008 into Random Access Memory (RAM) 1003. The RAM 1003 also stores various programs and data required for system operation. The CPU 1001, ROM 1002, and RAM 1003 are interconnected via a bus 1004. An Input / Output (I / O) interface 1005 is also connected to the bus 1004.

[0118] The following components are connected to I / O interface 1005: an input section 1006 including a keyboard, mouse, etc.; an output section 1007 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 1008 including a hard disk, etc.; and a communication section 1009 including a network interface card such as a LAN (Local Area Network) card, modem, etc. The communication section 1009 performs communication processing via a network such as the Internet. A drive 1010 is also connected to I / O interface 1005 as needed. Removable media 1011, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., are installed on drive 1010 as needed so that computer programs read from them can be installed into storage section 1008 as needed.

[0119] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program including a computer program for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 1009, and / or installed from removable medium 1011. When the computer program is executed by central processing unit (CPU) 1001, it performs various functions defined in the system of this application.

[0120] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this application, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, carrying a computer-readable computer program. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media can also be any computer-readable medium other than computer-readable storage media, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The computer program contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0121] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. Each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0122] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0123] Another aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the ship scheduling method under unidirectional navigation as described above. This computer-readable storage medium may be included in the electronic device described in the above embodiments, or it may exist independently and not incorporated into the electronic device.

[0124] Another aspect of this application provides a computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the ship scheduling method under unidirectional navigation provided in the various embodiments described above.

[0125] The above description is merely a preferred exemplary embodiment of this application and is not intended to limit the implementation of this application. Those skilled in the art can easily make corresponding modifications or alterations based on the main concept and spirit of this application. Therefore, the scope of protection of this application should be determined by the scope of protection claimed in the claims.

Claims

1. A ship scheduling method under one-way navigation, characterized in that, include: Based on the navigation control period of the preset water area and the operating parameters of the lock, the number of ships that need to be dispatched to the anchorage is determined to meet the condition of uninterrupted operation of the lock. The constraints for navigation in the preset water area are determined based on the navigation control period of the preset water area, the opening frequency of the lock, the operating parameters of the lock, and the capacity of the waiting anchorage. Under the constraints of navigation in the preset waterway, a vessel scheduling model with the maximum number of lock passes in the multi-line locks of the preset waterway is constructed. Based on the ship scheduling model and the number of ships requiring scheduling at the anchorage, a ship scheduling scheme is determined within the preset water area; Under the constraints of navigation in the preset waterway, a vessel scheduling model that maximizes the number of lock passes through the multi-line locks in the preset waterway is constructed, including: If the preset waterway is one-way, the one-way navigation direction is determined based on the number of ships that need to be scheduled at the anchorage, the reserve anchorage capacity for different directions, and the operating parameters of the multi-line lock. Based on the number of vessels that need to be scheduled at the anchorage for the one-way control of the multi-line lock and the capacity of the one-way control anchorage, the number of vessels that need to be scheduled at the anchorage for the one-way control course is determined. Based on the one-way navigation control period, the start time of lock operations within a preset cycle, the operation mode of multi-line locks, the capacity of waiting anchorages, the one-way navigation direction, and the number of ships that need to be scheduled at anchorages for the one-way control direction, a ship scheduling model is constructed based on the maximum number of lock operations of multi-line locks under one-way navigation conditions.

2. The method as described in claim 1, characterized in that, The determination of the number of vessels requiring anchorage scheduling, based on the navigation control period of the preset waterway and the operating parameters of the lock, to ensure uninterrupted operation of the lock, includes: The one-way control duration of the single-line lock in the preset water area is obtained based on the one-way control duration of the preset water area and the single-line lock operation delay duration. Based on the one-way control duration of the single-line lock and the average lock operation time of the navigation structure, the number of times the single-line lock is operated for the preset one-way control duration of the waterway is obtained; based on the number of times the single-line lock is operated, the number of ships that need to be dispatched to the anchorage is determined.

3. The method as described in claim 2, characterized in that, The method of obtaining the one-way control duration of the single-line lock in the preset water area based on the one-way control duration and the single-line lock operation delay duration includes: If the preset water area includes navigation structures, the one-way control duration of the single-line lock in the preset water area is adjusted according to the operating information of the navigation structures.

4. The method as described in claim 1, characterized in that, The method further includes: Based on the hydrological information of the pre-defined water area, determine the time required for the vessel to navigate to the target anchorage; Based on the time required for the vessels to reach the target anchorage, the time period for vessels whose course needs to be scheduled and controlled in advance is determined. The constraints for navigation in the preset waterway are determined based on the time period during which the vessels whose course needs to be scheduled and controlled in advance.

5. The method as described in claim 1, characterized in that, The method further includes: Based on the declaration time of the vessels awaiting passage, their cargo type, passage priority, and the hydrological information of the designated waterway... Information determines the vessel scheduling plan within the pre-defined waters; Based on the aforementioned vessel scheduling scheme, the locks within the preset water area are controlled to operate continuously and vessels waiting to pass through can pass through continuously.

6. A ship scheduling device for one-way navigation, characterized in that, The device includes: The vessel quantity determination module is used to determine the number of vessels that need to be scheduled at the anchorage based on the navigation control period of the preset water area and the operating parameters of the lock, under the condition of uninterrupted operation of the lock. The constraint determination module is used to determine the constraints for navigation in the preset water area based on the navigation control period of the preset water area, the opening frequency of the lock, the operating parameters of the lock, and the capacity of the waiting anchorage. A vessel scheduling model construction module is used to construct a vessel scheduling model that maximizes the number of times a multi-line lock passes through a preset waterway, under the constraints of navigation in the preset waterway. This construction, under the constraints of navigation in the preset waterway, includes: if navigation in the preset waterway is unidirectional, determining the unidirectional navigation direction based on the number of vessels requiring scheduling at anchorages, the reserve anchorage capacity for different directions, and the operating parameters of the multi-line lock; determining the number of vessels requiring scheduling at anchorages for the unidirectional control direction based on the number of vessels requiring scheduling at anchorages for unidirectional control of the multi-line lock and the capacity of the unidirectional control anchorages; and constructing a vessel scheduling model that maximizes the number of times the multi-line lock operates under unidirectional navigation conditions, based on the unidirectional navigation control period, the lock start time within a preset cycle, the multi-line lock operation mode, the capacity of waiting anchorages, the unidirectional navigation direction, and the number of vessels requiring scheduling at anchorages for the unidirectional control direction. The scheduling scheme determination module is used to determine the ship scheduling scheme in the preset water area based on the ship scheduling model and the number of ships that need to be scheduled at the anchorage.

7. An electronic device, characterized in that, include: One or more processors; A storage device for storing one or more programs, which, when executed by one or more processors, cause the electronic device to implement the ship scheduling method under one-way navigation as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, It stores computer-readable instructions, which, when executed by the computer's processor, cause the computer to perform the ship scheduling method under one-way navigation as described in any one of claims 1 to 5.

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