Berth allocation method and system based on ship demand analysis

Abstract

The present invention discloses a berth allocation method and system based on ship demand analysis, comprising: obtaining the ship berthing time and the ship operation time in port through the forecast ship plan sent by the port ship, configuring the current ship berthing resource data according to the ship berthing time and the ship operation time in port, and obtaining a stable ship shift set; establishing a ship planning model with the ship operation time in port as the time sequence, introducing the constraint condition of ship quay bridge sharing through the ship berthing time, analyzing the ship berthing resources, and obtaining ship berth allocation data; solving the ship berth resource planning model through an adaptive genetic algorithm, obtaining the optimal berth at the ship berth and quay bridge ship scheduling data, optimizing and integrating the berth resources in multiple port areas, not only can effectively alleviate the liner queuing phenomenon, but also can reduce the configured berth resources and thus reduce the port operation cost.

Description

Technical Field

[0001] The present invention relates to the technical field of ship berth scheduling, and in particular to a berth allocation method and system based on ship demand analysis. Background Art

[0002] With the increasing development of my country's international trade, the increase in international cargo transportation volume and the improvement of global integration, the cargo throughput of major ports in my country is also increasing. However, in actual port operations, ship delays often occur due to weather and other reasons, which will affect the subsequent plans of arriving ships. Usually, once the delay duration is determined, the original ship entry and exit plan needs to be adjusted to minimize the waiting time of the ship in the port. Therefore, in the context of increasingly busy ports, timely readjusting the order of ship entry and exit channels and berth allocation to reduce the impact of ship delays has become an urgent issue to be studied. The existing berth allocation method based on ship demand analysis has the following problems:

[0003] (1) The current one-way channel port resources are unable to meet the growing demand for ships to arrive at the port, resulting in channel congestion and berth shortages in many ports. Since the one-way channel is relatively narrow, ships can only sail in one direction. To ensure navigation safety, the entry and exit processes of the one-way channel must be divided into multiple time periods and carried out in turns according to the plan. This scheduling method increases the complexity of managing ships in the one-way channel;

[0004] (2) During the operation of the ship, the arrival at the port may be delayed, which will cause a lot of interference to the operation of the container port, seriously affecting the on-site operation order and efficiency, and making the on-site dispatchers miserable. Summary of the invention

[0005] The purpose of the present invention is to provide a berth allocation method and system based on ship demand analysis to solve the technical problems in the prior art of waterway congestion and berth shortage in many ports and serious impact on on-site operation order and efficiency.

[0006] In order to solve the above technical problems, the present invention specifically provides the following technical solutions:

[0007] A first aspect of the present invention provides a berth allocation method based on ship demand analysis, comprising the following steps:

[0008] The predicted ship plan sent by the port ship obtains the ship's berthing time and the ship's operation time in the port, and configures the current ship berth resource data according to the ship's berthing time and the ship's operation time in the port to obtain a stable ship shift set;

[0009] A ship planning model is established based on the ship's operation time in the port as the time sequence, and the constraint condition of ship quay crane sharing is introduced through the ship's berthing time, and the ship berthing resources are analyzed to obtain ship berth allocation data;

[0010] A ship berth resource planning model is established for the ship berth allocation data with the goal of minimizing the ship berthing cost in the port. The ship berth resource planning model is solved by an adaptive genetic algorithm to obtain the optimal berth at the ship berth and the quay bridge ship scheduling data.

[0011] As a preferred solution of the present invention, obtaining the berthing time of the ship and the operation time of the ship in the port through the forecast ship plan sent by the port ship includes:

[0012] The forecast ship plan is regarded as a ship element in a set, and the set is divided into a plurality of mutually exclusive non-empty sets;

[0013] For the ship element, the time for the ship to berth after entering the anchorage is determined according to the estimated arrival time of the ship, and whether the berth is free during the berthing time period of the ship;

[0014] If the berth is free, arrange for the ship to berth directly at the port, and obtain the berthing time and operation time of the ship in the port;

[0015] If the berth is not free, the corresponding ships will be queued in turn and arranged to berth at the next time node, and the berthing time of the ship and the ship's operation time in the port under the current status will be obtained.

[0016] As a preferred solution of the present invention, the current ship berth resource data is configured according to the berthing time of the ship and the ship operation time in the port to obtain a stable ship shift set, including:

[0017] All ships are numbered according to the operation time of the ships in the port, and a matrix X of ship search berths is obtained to represent a population consisting of n ships;

[0018] The matrix X is preprocessed according to the estimated berthing time of the ship to obtain the correlation between the ship and the berth. If the ship in the port has no associated corresponding berth, the time period when the ship first enters and leaves the port is set as the entry time period; if the ship in the port has an associated berth, the time period when the ship first enters and leaves the port is set as the exit time period;

[0019] Dividing the time period of the first entry and exit of the ship into time periods according to the operation time of the ship in the port;

[0020] If the current time period type of the ship is a port entry period, the number of ships entering the port is determined in combination with the available time for the ships to enter the port, the order of the corresponding ships entering the port is determined, and the ship serial numbers are sorted according to the arrival time according to the ship arrival period;

[0021] If the current time period type of the ship is a port departure time period, the number of ships leaving the port and the order of leaving the port are determined in combination with the earliest departure time and the latest departure time of the ships leaving the port, and the available arrival time of the ships entering the port is updated;

[0022] The earliest and latest departure times of ships entering and leaving the port are continuously updated to ensure that the departure times of the ships do not conflict and to obtain a stable set of ship shifts.

[0023] As a preferred solution of the present invention, a ship planning model is established based on the ship's operation time in the port as a time sequence, and a constraint condition for ship quay crane sharing is introduced through the ship's berthing time, including:

[0024] The information of the ships currently operating in the port is obtained through the ship shift set, and the rescheduling time is used as the berthing time of the ship. When the arrival time of the ship changes, the information of all the ships that are not berthing at the port is updated to obtain the set of ships operating in the port S;

[0025] According to the order of ships entering and leaving the port during the entry and exit period, the ships are coded. If the original berth of the current ship is available or the ship has been transferred during this planning period, the original berth will be given priority for berthing; if the original berth of the current ship is occupied, it will be berthed randomly around its original berth;

[0026] When all ships have completed berth allocation, quay cranes are allocated to each ship and the working hours of the quay cranes are determined. Based on the maximum number of quay cranes that can be allocated to a ship, a constraint function F2 is established for the berthing position of the ship, and its expression is:

[0027]

[0028] Among them, c1 and c2 represent the additional transportation cost coefficients of the unit distance of the ship deviating from the berth, p k represents the daily cost of the ship in the port, k represents the number of quay cranes that can be allocated to the ship in the current port, n represents the maximum number of quay cranes that can be allocated to the ship in the current port, and e k represents the tidal window for ships to enter the port, s k represents the number of ships that have moved during the planning period, w k Indicates the time a quay crane serves a ship at the same time period, c k It indicates the number of ships operating in the same period of time, and the number of ships does not exceed the total number of berths.

[0029] As a preferred solution of the present invention, analyzing the ship berthing resources and obtaining the ship berth allocation data includes:

[0030] According to the ship's berthing time t b,j and berthing position b i , after initializing the constraint function F2, a feasible solution for the quay crane scheduling is obtained;

[0031] In a scheduling cycle time period, the number of ships berthing j and the number of quay cranes assigned to the ship A are initialized to 0, and it is determined whether the ship is in the berthing state during the time period. If so, it is marked that the current ship is in loading and unloading operation, and the number of berthing ships is increased by one; all ship states are traversed to obtain the operating time periods of all ships and the number of ships operating in each time period;

[0032] If a ship starts operating in a certain time period, the estimated loading and unloading time is calculated based on its load, and the specific number of quay cranes for each ship in each time period is obtained based on the urgency of the task of each ship in that time period;

[0033] The number of quay cranes allocated to the ship in each time period must comply with the number of quay cranes available to the ship. If the number exceeds the range of available quay cranes, adjustments will be made to adjust the number of allocated quay cranes to within the range. The number of all called quay cranes in the same time period must be less than or equal to the total number of quay cranes to obtain the ship berth allocation data in the same time period.

[0034] As a preferred solution of the present invention, a ship berth resource planning model is established for the ship berth allocation data with the goal of minimizing the ship berthing cost within the port, including:

[0035] According to the ship berth allocation data, the ship dispatching operation cost and environmental benefit cost are combined to establish the objective function of minimizing the ship berthing cost in the port, and its expression is:

[0036]

[0037] Among them, t′ ik represents the time that ship i is docked at a berth k for loading and unloading operations within time period t, X ik represents the scheduling cost of ship i in time period t, E ik represents the scheduling coefficient of ship i in time period t, represents the length of time that ship i berths at berth k during time period t, C on represents the environmental benefit cost of ship i berthing at berth k in time period t, C ik represents the operating cost of ship i before docking at berth k.

[0038] As a preferred solution of the present invention, the ship berth resource planning model is solved by an adaptive genetic algorithm to obtain the optimal berth at the ship berth and the quay bridge ship scheduling data, including:

[0039] A pointer network strategy is used for the ship berth allocation data with the minimum ship shifting cost in the port outputted from the ship berth resource planning model, and the ship berth allocation data is stored in neurons through a recurrent neural network sequence;

[0040] In the pointer network, the intermediate state vector is set for the ship berth allocation data based on the premise of minimizing the ship shifting cost, and the intermediate state vector is regarded as the collection of all input sequence information. The input of each ship berthing time step in the neuron is used as the output of the previous time step to plan the ship's berthing time;

[0041] Establish a queuing sequence of ships according to the berthing time of the ships, allocate the ships to a region with a fixed spatial length and uncertain time in a non-overlapping manner according to the service time of the ships in the port, and minimize their service time, and allocate the ships to berths in two-dimensional space and time;

[0042] The ship berthing cost in the ship scheduling trajectory is calculated based on the total port service time, and the scheduling position with the smallest ship berthing cost is selected as the optimal solution to obtain the optimal berth at the ship berth and the quay bridge ship scheduling data.

[0043] A second aspect of the present invention provides a berth allocation system based on ship demand analysis, and the system applied to the berth allocation method based on ship demand analysis comprises:

[0044] The ship data statistics module is used to count all the ship information in the port, obtain the time when the ship berths and the time when the ship operates in the port;

[0045] The ship dispatch unit obtains berth allocation data and the ship's path to the port based on the ship's time in port, and divides the port berths into two groups: those with and without shore power. The ships are also divided into two groups. When the ship berths, the usage of the ship and berth is updated in real time.

[0046] The ship berth allocation module analyzes the total cost of ships in port and obtains the optimal solution for ships and berths through constraint functions;

[0047] The main control unit is used to control the ship dispatching unit to execute the ship dispatching information and transmit the ship berth allocation data in real time.

[0048] Compared with the prior art, the present invention has the following beneficial effects:

[0049] The present invention takes the time of ship in port as the objective function, and according to the rules of ship arrival at the port, the characteristics of continuous berth layout, the time and space constraints of ship berthing, and the rules of quay crane operation and interference, adopts a berth allocation heuristic algorithm to traverse the temporal relationship between berths and ships in port, obtains the optimal berth at the ship berth and the quay crane ship scheduling data, establishes a set partitioning model with the minimum total number of berths and the minimum number of adjustments of liner port calls as the goals, makes decisions on the allocation of berth resources in multiple port areas based on queuing theory, reduces the complexity of ship management in the waterway, and optimizes and integrates berth resources in multiple port areas, which can not only effectively alleviate the liner queuing phenomenon, but also reduce the configured berth resources, thereby reducing the port operation cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] In order to more clearly illustrate the implementation methods of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for the implementation methods or the description of the prior art. Obviously, the drawings in the following description are only exemplary, and for ordinary technicians in this field, other implementation drawings can be derived from the provided drawings without creative work.

[0051] Figure 1 A flow chart of a berth allocation method based on ship demand analysis provided by an embodiment of the present invention;

[0052] Figure 2 A block diagram of a berth allocation system based on ship demand analysis provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0053] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0054] like Figure 1 As shown, the present invention provides a berth allocation method based on ship demand analysis, comprising the following steps:

[0055] The predicted ship plan sent by the port ship obtains the ship's berthing time and the ship's operation time in the port, and configures the current ship berth resource data according to the ship's berthing time and the ship's operation time in the port to obtain a stable ship shift set;

[0056] In this embodiment, the ship's service time in port and the berth allocation plan are both independent and interrelated. The ship's berth allocation problem is quantified into static berth allocation and dynamic berth allocation problems. After obtaining the total number of berths configured in a multi-port area, the number of berths is allocated to multiple ports in the area according to certain constraints.

[0057] A ship planning model is established based on the ship's operation time in the port as the time sequence, and the constraint condition of ship quay crane sharing is introduced through the ship's berthing time, and the ship berthing resources are analyzed to obtain ship berth allocation data;

[0058] In this embodiment, in a multi-port area, there is not only a competitive relationship between ports, but also a collaborative relationship. By making full use of the advantages of each port, complementary benefits can be obtained. By establishing a ship planning model based on the time when ships operate in port, problems such as unfair resource allocation between ports, low utilization rate, long ship berthing time, low cargo loading and unloading efficiency, and poor port service quality can be effectively improved to achieve long-term strategic development of ports.

[0059] A ship berth resource planning model is established for the ship berth allocation data with the goal of minimizing the ship berthing cost in the port. The ship berth resource planning model is solved by an adaptive genetic algorithm to obtain the optimal berth at the ship berth and the quay bridge ship scheduling data.

[0060] In this embodiment, the optimal configuration and allocation problem of berth resources in a multi-port area is the optimal matching between multi-port berth resources and different liner companies when a ship arrives at a port. When a liner of each liner company arrives at a multi-port area, one or more ports can be selected for docking. Different liner combinations are considered to form a liner cluster, and the liner ships of the same liner cluster dock at the same port in the multi-port area. On this basis, the multi-port berth resources are configured and allocated.

[0061] Obtain the ship's berthing time and the ship's operation time in port through the forecast ship plan sent by the port ship, including:

[0062] The forecast ship plan is regarded as a ship element in a set, and the set is divided into a plurality of mutually exclusive non-empty sets;

[0063] For the ship element, the time for the ship to berth after entering the anchorage is determined according to the estimated arrival time of the ship, and whether the berth is free during the berthing time period of the ship;

[0064] If the berth is free, arrange for the ship to berth directly at the port, and obtain the berthing time and operation time of the ship in the port;

[0065] If the berth is not free, the corresponding ships will be queued in turn and arranged to berth at the next time node, and the berthing time of the ship and the ship's operation time in the port under the current status will be obtained.

[0066] In this embodiment, various ship information included in the forecast ship plan is divided into multiple mutually exclusive sets containing the ship elements, the time for the ship to berth after entering the anchorage is determined according to the estimated arrival time of the ship, the connection between the ships in the port and the berths is established, and the berth resource configuration and allocation problem is solved.

[0067] According to the berthing time of the ship and the operation time of the ship in the port, the current ship berth resource data is configured to obtain a stable set of ship shifts, including:

[0068] All ships are numbered according to the operation time of the ships in the port, and a matrix X of ship search berths is obtained to represent a population consisting of n ships;

[0069] In this embodiment, the number of ships n is taken as an input variable to construct a two-dimensional matrix X, and the matrix X is searched and traversed by a search algorithm to obtain the time correlation between the ship's port time, operation time and berth.

[0070] The matrix X is preprocessed according to the estimated berthing time of the ship to obtain the correlation between the ship and the berth. If the ship in the port has no associated corresponding berth, the time period when the ship first enters and leaves the port is set as the entry time period; if the ship in the port has an associated berth, the time period when the ship first enters and leaves the port is set as the exit time period;

[0071] Dividing the time period of the first entry and exit of the ship into time periods according to the operation time of the ship in the port;

[0072] If the current time period type of the ship is a port entry period, the number of ships entering the port is determined in combination with the available time for the ships to enter the port, the order of the corresponding ships entering the port is determined, and the ship serial numbers are sorted according to the arrival time according to the ship arrival period;

[0073] If the current time period type of the ship is a port departure time period, the number of ships leaving the port and the order of leaving the port are determined in combination with the earliest departure time and the latest departure time of the ships leaving the port, and the available arrival time of the ships entering the port is updated;

[0074] The earliest and latest departure times of ships entering and leaving the port are continuously updated to ensure that the departure times of the ships do not conflict and to obtain a stable set of ship shifts.

[0075] In this embodiment, the population size is set according to the number of ships, and the initial population individuals are generated by a random generation rule. For each time period of entering or leaving the port, the ships are sorted according to their actual arrival time. This helps to keep serving ships in chronological order within each time period, which means that when generating the initial population, the ships are added to the order of entering and leaving the port according to their scheduled arrival time, ensuring that the ships that arrive first are served first. This rule helps to optimize the order of ships entering and leaving the port to minimize delay time and improve port operation efficiency. The time period is set as the time period of entering or leaving the port according to whether the first ship in the time period enters or leaves the port. At the same time, all ships entering or leaving the port in the time period are arranged to enter or leave the port, sorted by time, and then berths are randomly allocated.

[0076] A ship planning model is established based on the ship's operation time in the port as the time sequence, and the constraints of ship quay crane sharing are introduced through the ship's berthing time, including:

[0077] The information of the ships currently operating in the port is obtained through the ship shift set, and the rescheduling time is used as the berthing time of the ship. When the arrival time of the ship changes, the information of all the ships that are not berthing at the port is updated to obtain the set of ships operating in the port S;

[0078] According to the order of ships entering and leaving the port during the entry and exit period, the ships are coded. If the original berth of the current ship is available or the ship has been transferred during this planning period, the original berth will be given priority for berthing; if the original berth of the current ship is occupied, it will be berthed randomly around its original berth;

[0079] When all ships have completed berth allocation, quay cranes are allocated to each ship and the working hours of the quay cranes are determined. Based on the maximum number of quay cranes that can be allocated to a ship, a constraint function F2 is established for the berthing position of the ship, and its expression is:

[0080]

[0081] Among them, c1 and c2 represent the additional transportation cost coefficients of the unit distance of the ship deviating from the berth, p k represents the daily cost of the ship in the port, k represents the number of quay cranes that can be allocated to the ship in the current port, n represents the maximum number of quay cranes that can be allocated to the ship in the current port, and e k represents the tidal window for ships to enter the port, s k represents the number of ships that have moved during the planning period, w k Indicates the time a quay crane serves a ship at the same time period, c k It indicates the number of ships operating in the same period of time, and the number of ships does not exceed the total number of berths.

[0082] In this embodiment, the constraint function F2 aims to minimize the total waiting time of ships in the port of the inbound and outbound ship traffic scheduling plan and the recovery cost of adjusting the basic scheduling plan to deal with emergencies. Based on constraints such as ship safety time intervals, flow conversion, large ships riding the tide, and berth conflict resolution, a stochastic planning model for inbound and outbound ship scheduling on a one-way channel that takes into account the uncertainty of ship arrival / departure time is established.

[0083] In this embodiment, a constraint function is established for the uncertainty of the arrival / departure time of the ship, the total waiting time in the port of the inbound and outbound ship traffic scheduling plan is minimized, and in order to cope with the situation where the actual arrival / departure time of the ship deviates from the planned time, the actual time for the scheduled ship to pass through the waterway is not less than the time for the ship to pass through the waterway at an average speed, so that the ship entry and exit plan meets the berth flow conversion constraint. If the two ships in the ship scheduling sequence are in different directions, the later scheduled ship must enter the waterway when the previous ship in and out of the port passes through the waterway and completely gives way, and the same-direction ships meet the constraints of berth distance, safety time interval, etc. throughout the scheduling process, and their allocated berths must be available.

[0084] Analyze ship berthing resources and obtain ship berth allocation data, including:

[0085] According to the ship's berthing time t b,j and berthing position b i , after initializing the constraint function F2, a feasible solution for the quay crane scheduling is obtained;

[0086] In a scheduling cycle time period, the number of ships berthing j and the number of quay cranes assigned to the ship A are initialized to 0, and it is determined whether the ship is in the berthing state during the time period. If so, it is marked that the current ship is in loading and unloading operation, and the number of berthing ships is increased by one; all ship states are traversed to obtain the operating time periods of all ships and the number of ships operating in each time period;

[0087] If a ship starts operating in a certain time period, the estimated loading and unloading time is calculated based on its load, and the specific number of quay cranes for each ship in each time period is obtained based on the urgency of the task of each ship in that time period;

[0088] The number of quay cranes allocated to the ship in each time period must comply with the number of quay cranes available to the ship. If the number exceeds the range of available quay cranes, adjustments will be made to adjust the number of allocated quay cranes to within the range. The number of all called quay cranes in the same time period must be less than or equal to the total number of quay cranes to obtain the ship berth allocation data in the same time period.

[0089] In this embodiment, a differential evolution algorithm is used to consider the uncertainty of inbound and outbound ship traffic scheduling optimization problem, which is used to solve the stochastic programming model of inbound and outbound ship traffic scheduling on a one-way channel considering the uncertainty of ship arrival / departure time, generate the basic scheduling plan for inbound and outbound ship traffic and a series of recovery plans under different scenarios, and obtain ship berth allocation data.

[0090] A ship berth resource planning model is established for the ship berth allocation data with the goal of minimizing the ship berthing cost within the port, including:

[0091] According to the ship berth allocation data, the ship dispatching operation cost and environmental benefit cost are combined to establish the objective function of minimizing the ship berthing cost in the port, and its expression is:

[0092]

[0093] Among them, t′ ik represents the time that ship i is docked at a berth k for loading and unloading operations within time period t, X ik represents the scheduling cost of ship i in time period t, E ik represents the scheduling coefficient of ship i in time period t, represents the length of time that ship i berths at berth k during time period t, C on represents the environmental benefit cost of ship i berthing at berth k in time period t, C ik represents the operating cost of ship i before docking at berth k.

[0094] In this embodiment, in view of the uncertain factors of scheduling and the uncertain priority of ships, an optimization goal is established under the continuous berth layout mode, which takes the total time of ships in port, scheduling operation cost and environmental benefit cost as the minimum, solves the berth-quay crane scheduling problem with uncertain priority of multiple ships arriving at the port, and provides a basis for the scheduling decision of the port terminal.

[0095] Solving the ship berth resource planning model through an adaptive genetic algorithm to obtain the optimal berth at the ship berth and quay bridge ship scheduling data, including:

[0096] A pointer network strategy is used for the ship berth allocation data with the minimum ship shifting cost in the port outputted from the ship berth resource planning model, and the ship berth allocation data is stored in neurons through a recurrent neural network sequence;

[0097] In this embodiment, a strategy function is adopted as reinforcement learning, and a recurrent neural network plays the role of encoding and decoding in the pointer network model. When processing the time series of ships in port, the analyzed sequence information is stored in the network and applied to the subsequent sequence output calculation. The hidden neurons are not independent. The hidden layer neurons at the current moment not only depend on the input at this moment, but are also affected by the hidden layer units at the previous moment, which can avoid time conflicts between ships in the same period.

[0098] In the pointer network, the intermediate state vector is set for the ship pointer network berth allocation data based on the premise of minimizing the ship shifting cost, and the intermediate state vector is regarded as the collection of all input sequence information. The input of each ship berthing time step in the neuron is used as the output of the previous time step to plan the ship's berthing time;

[0099] Establish a queuing sequence of ships according to the berthing time of the ships, allocate the ships to a region with a fixed spatial length and uncertain time in a non-overlapping manner according to the service time of the ships in the port, and minimize their service time, and allocate the ships to berths in two-dimensional space and time;

[0100] The ship berthing cost in the ship scheduling trajectory is calculated based on the total port service time, and the scheduling position with the smallest ship berthing cost is selected as the optimal solution to obtain the optimal berth at the ship berth and the quay bridge ship scheduling data.

[0101] In this embodiment, in the two-dimensional space-time scope of berth allocation, the length of the port berth shoreline is set to be fixed, and the port service ship time is set to be uncertain. These ships are allocated in the two-dimensional space-time according to the waiting time for berthing of the arriving ships. None of the ships are required to conflict in time or space. In the process of ship and berth allocation, the inverse of the final total service time length of the ship is used as the total reward value of the ship trajectory. The higher the total reward value, that is, the shorter the final port ship service time, the better the berth allocation plan is, thereby obtaining the optimal solution for berth allocation.

[0102] Second embodiment: Figure 2 As shown, a berth allocation system based on ship demand analysis, a system applied to the berth allocation method based on ship demand analysis, comprises:

[0103] The ship data statistics module is used to count all the ship information in the port, obtain the time when the ship berths and the time when the ship operates in the port;

[0104] In this embodiment, the ship data statistics module takes increasing loading and unloading efficiency as the optimization goal and counts as many available shorelines as possible, so that any container ship can dock and load and unload, so that the container port can increase the operating speed of the quay crane as much as possible to maximize the idle time of the shoreline.

[0105] The ship dispatch unit obtains berth allocation data and the ship's path to the port based on the ship's time in port, and divides the port berths into two groups: those with and without shore power. The ships are also divided into two groups. When the ship berths, the usage of the ship and berth is updated in real time.

[0106] The ship berth allocation module analyzes the total cost of ships in port and obtains the optimal solution for ships and berths through constraint functions;

[0107] The main control unit is used to control the ship dispatching unit to execute the ship dispatching information and transmit the ship berth allocation data in real time.

[0108] The present invention takes the time of ship in port as the objective function, and according to the rules of ship arrival at the port, the characteristics of continuous berth layout, the time and space constraints of ship berthing, and the rules of quay crane operation and interference, adopts a berth allocation heuristic algorithm to traverse the temporal relationship between berths and ships in port, obtains the optimal berth at the ship berth and the quay crane ship scheduling data, establishes a set partitioning model with the minimum total number of berths and the minimum number of adjustments of liner port calls as the goals, makes decisions on the allocation of berth resources in multiple port areas based on queuing theory, reduces the complexity of ship management in the waterway, and optimizes and integrates berth resources in multiple port areas, which can not only effectively alleviate the liner queuing phenomenon, but also reduce the configured berth resources, thereby reducing the port operation cost.

[0109] The above embodiments are only exemplary embodiments of the present application and are not intended to limit the present application. The protection scope of the present application is defined by the claims. Those skilled in the art may make various modifications or equivalent substitutions to the present application within the essence and protection scope of the present application, and such modifications or equivalent substitutions shall also be deemed to fall within the protection scope of the present application.

Claims

1. A berth allocation method based on ship demand analysis, characterized in that: The following steps are involved: The predicted ship plan sent by the port ship obtains the ship's berthing time and the ship's operation time in the port, and configures the current ship berth resource data according to the ship's berthing time and the ship's operation time in the port to obtain a stable ship shift set; A ship planning model is established based on the ship's operation time in the port as the time sequence, and the constraint condition of ship quay crane sharing is introduced through the ship's berthing time, and the ship berthing resources are analyzed to obtain ship berth allocation data; A ship berth resource planning model is established for the ship berth allocation data with the goal of minimizing the ship berthing cost within the port, and the ship berth resource planning model is solved by an adaptive genetic algorithm to obtain the optimal berth at the ship berth and the quay bridge ship scheduling data; A ship planning model is established based on the ship's operation time in the port as the time sequence, and the constraints of ship quay crane sharing are introduced through the ship's berthing time, including: The information of the ships currently operating in the port is obtained through the ship shift set, and the rescheduling time is used as the berthing time of the ship. When the arrival time of the ship changes, the information of all the ships that are not berthing at the port is updated to obtain the set of ships operating in the port S; According to the order of ships entering and leaving the port during the entry and exit period, the ships are coded. If the original berth of the current ship is available or the ship has been transferred during this planning period, the original berth will be given priority for berthing; if the original berth of the current ship is occupied, it will be berthed randomly around its original berth; When all ships have completed berth allocation, quay cranes are allocated to each ship and the working hours of the quay cranes are determined. Based on the maximum number of quay cranes that can be allocated to a ship, a constraint function F2 is established for the berthing position of the ship, and its expression is: Among them, c1 and c2 represent the additional transportation cost coefficients of the unit distance of the ship deviating from the berth, p k represents the daily cost of the ship in the port, k represents the number of quay cranes that can be allocated to the ship in the current port, n represents the maximum number of quay cranes that can be allocated to the ship in the current port, and e k represents the tidal window for ships to enter the port, s k represents the number of ships that have moved during the planning period, w k Indicates the time a quay crane serves a ship at the same time period, c k Indicates the number of vessels operating in the same period, which shall not exceed the total number of berths; Analyze ship berthing resources and obtain ship berth allocation data, including: According to the ship's berthing time t b,j and berthing position b i , after initializing the constraint function F2, a feasible solution for the quay crane scheduling is obtained; In a scheduling cycle time period, the number of ships berthing j and the number of quay cranes assigned to the ship A are initialized to 0, and it is determined whether the ship is in the berthing state during the time period. If so, it is marked that the current ship is in loading and unloading operation, and the number of berthing ships is increased by one; all ship states are traversed to obtain the operating time periods of all ships and the number of ships operating in each time period; If a ship starts operating in a certain time period, the estimated loading and unloading time is calculated based on its load, and the specific number of quay cranes for each ship in each time period is obtained based on the urgency of the task of each ship in that time period; The number of quay cranes allocated to the ship in each time period must be consistent with the number of quay cranes available to the ship. If the number exceeds the range of available quay cranes, it will be adjusted to within the range. The number of all quay cranes called in the same time period must be less than or equal to the total number of quay cranes. The ship berth allocation data in the same time period is obtained; A ship berth resource planning model is established for the ship berth allocation data with the goal of minimizing the ship berthing cost within the port, including: According to the ship berth allocation data, the ship dispatching operation cost and environmental benefit cost are combined to establish the objective function of minimizing the ship berthing cost in the port, and its expression is: Among them, t′ ik represents the time that ship i is docked at a berth k for loading and unloading operations within time period t, X ik represents the scheduling cost of ship i in time period t, E ik represents the scheduling coefficient of ship i in time period t, represents the length of time that ship i berths at berth k during time period t, C on represents the environmental benefit cost of ship i berthing at berth k in time period t, C ik represents the operating cost of ship i before docking at berth k.

2. A berth allocation method based on ship demand analysis according to claim 1, characterized in that: Obtain the ship's berthing time and the ship's operation time in port through the forecast ship plan sent by the port ship, including: The forecast ship plan is regarded as a ship element in a set, and the set is divided into a plurality of mutually exclusive non-empty sets; For the ship element, the time for the ship to berth after entering the anchorage is determined according to the estimated arrival time of the ship, and whether the berth is free during the berthing time period of the ship; If the berth is free, arrange for the ship to berth directly at the port, and obtain the berthing time and operation time of the ship in the port; If the berth is not free, the corresponding ships will be queued in turn and arranged to berth at the next time node, and the berthing time of the ship and the ship's operation time in the port under the current status will be obtained.

3. The berth allocation method based on ship demand analysis according to claim 2 is characterized in that: According to the berthing time of the ship and the operation time of the ship in the port, the current ship berth resource data is configured to obtain a stable set of ship shifts, including: All ships are numbered according to the operation time of the ships in the port, and a matrix X of ship search berths is obtained to represent a population consisting of n ships; The matrix X is preprocessed according to the estimated berthing time of the ship to obtain the correlation between the ship and the berth. If the ship in the port has no associated corresponding berth, the time period when the ship first enters and leaves the port is set as the entry time period; if the ship in the port has an associated berth, the time period when the ship first enters and leaves the port is set as the exit time period; Classifying the time period of the first entry and exit of the ship into time periods according to the operation time of the ship in the port; If the current time period type of the ship is a port entry period, the number of ships entering the port is determined in combination with the available time for the ships to enter the port, the order of the corresponding ships entering the port is determined, and the ship serial numbers are sorted according to the arrival time according to the ship arrival period; If the current time period type of the ship is a port departure time period, the number of ships leaving the port and the order of leaving the port are determined in combination with the earliest departure time and the latest departure time of the ships leaving the port, and the available arrival time of the ships entering the port is updated; The earliest and latest departure times of ships entering and leaving the port are continuously updated to ensure that the departure times of the ships do not conflict and to obtain a stable set of ship shifts.

4. The berth allocation method based on ship demand analysis according to claim 3 is characterized in that: Solving the ship berth resource planning model through an adaptive genetic algorithm to obtain the optimal berth at the ship berth and quay bridge ship scheduling data, including: A pointer network strategy is used for the ship berth allocation data with the minimum ship shifting cost in the port outputted from the ship berth resource planning model, and the ship berth allocation data is stored in neurons through a recurrent neural network sequence; In the pointer network, the intermediate state vector is set for the ship berth allocation data based on the premise of minimizing the ship shifting cost, and the intermediate state vector is regarded as the collection of all input sequence information. The input of each ship berthing time step in the neuron is used as the output of the previous time step to plan the ship's berthing time; Establish a queuing sequence of ships according to the berthing time of the ships, allocate the ships to a region with a fixed spatial length and uncertain time in a non-overlapping manner according to the service time of the ships in the port, and minimize their service time, and allocate the ships to berths in two-dimensional space and time; The ship berthing cost in the ship scheduling trajectory is calculated based on the total port service time, and the scheduling position with the smallest ship berthing cost is selected as the optimal solution to obtain the optimal berth at the ship berth and the quay bridge ship scheduling data.

5. A berth allocation system based on ship demand analysis, applied to the berth allocation method based on ship demand analysis according to any one of claims 1 to 4, characterized in that: include: The ship data statistics module is used to count all the ship information in the port, obtain the time when the ship berths and the time when the ship operates in the port; The ship dispatch unit obtains berth allocation data and the ship's path to the port based on the ship's time in port, and divides the port berths into two groups: those with and without shore power. The ships are also divided into two groups. When the ship berths, the usage of the ship and berth is updated in real time. The ship berth allocation module analyzes the total cost of ships in port and obtains the optimal solution for ships and berths through constraint functions; The main control unit is used to control the ship dispatching unit to execute the ship dispatching information and transmit the ship berth allocation data in real time.

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