Method and device for determining ferry duty period based on data fitting and multi-factor evaluation

Abstract

The invention belongs to the technical field of data processing, and particularly discloses a ferry duty determination method and device based on data fitting and multi-factor evaluation, and the method comprises the steps: collecting ship parameters and port parameters, and obtaining a plurality of ship duty schemes based on the ship parameters and the port parameters; the ship shift scheme is obtained from a ship efficiency dimension and a ship income dimension; performing comprehensive capability evaluation of the efficiency dimension and the income dimension on the plurality of ship shift schemes to obtain an efficiency dimension capability value and an income dimension capability value; determining the efficiency weight parameter of the efficiency dimension and the income weight parameter of the income dimension according to different transportation mode requirements, and obtaining the comprehensive capability value of each scheme based on the efficiency dimension capability value, the efficiency weight parameter, the income dimension capability value and the income weight parameter; and according to the comprehensive capability value, sorting the plurality of ship shift schemes, and selecting an optimal shift scheme. And intelligent adjustment between port operation efficiency and operation income can be realized.

Description

Technical Field

[0001] The present application belongs to the field of data processing technology, and more specifically, relates to a method and device for determining a ferry schedule based on data fitting and multi-factor evaluation. Background Art

[0002] The Qiongzhou Strait has always been the focus of Hainan Island's external logistics and human flow interaction, but its imbalance in time and space dimensions is an objective and extremely difficult problem to solve. In terms of time, the vehicle and passenger flow throughput during the Spring Festival is about three times higher than usual, and the demand for ship capacity has surged. In terms of space, when fruits and vegetables are on the market in spring, the demand for leaving the island is often much greater than the demand for entering the island, while in autumn and winter, the demand for entering the island is often greater than the demand for leaving the island. In addition, due to the high randomness of passengers entering and leaving the island, the mode of only starting when the ship is full will lead to chaotic ship scheduling, and the mode of starting on time cannot ensure the maximum release of existing capacity, and the overall efficiency and benefits are restricted. These objective problems will lead to the failure to maximize the comprehensive benefits of the Qiongzhou Strait passenger and vehicle ferry.

[0003] Although some measures have been taken to improve it, there are still some shortcomings:

[0004] 1. The prediction of future sea crossing demand often has large errors, resulting in the need for temporary adjustments to ship scheduling plans. Current scheduling technology cannot support ad hoc planning strategies under conditions of large traffic fluctuations.

[0005] 2. The ship type, capacity and crew driving level of the ship will affect the overall operating efficiency of the port. The current scheduling technology cannot solve the optimal scheduling strategy based on the comprehensive evaluation and analysis of multiple factors.

[0006] 3. The difference between peak-period crossing demand and daily demand is about three times. Most of the time, passenger and vehicle ferries need to balance the relationship between ship schedules, crossing efficiency and single voyage revenue. The current scheduling algorithm only considers the issue of maximizing transportation and cannot meet the requirements of daily schedule design.

[0007] Therefore, during the current ferry schedule, the existing ship scheduling method cannot effectively cope with high fluctuations in demand and achieve a comprehensive assessment of the impact of multiple factors. It is difficult to form a ship scheduling method that is suitable for a variety of different scenarios, thus affecting the overall port operation efficiency. Summary of the invention

[0008] In view of the defects of the prior art, the purpose of this application is to provide a method and device for determining ferry schedules based on data fitting and multi-factor evaluation, aiming to solve the imbalance between port operation efficiency and operating income and avoid the limitations of a single model.

[0009] In a first aspect, the present application provides a method for determining a ferry schedule based on data fitting and multi-factor evaluation, comprising:

[0010] Collecting ship parameters and port area parameters, and obtaining multiple ship schedule plans based on the ship parameters and port area parameters; the ship schedule plans are obtained from the ship efficiency dimension and the ship revenue dimension;

[0011] Conduct comprehensive capacity evaluation of multiple ship schedules in terms of efficiency and revenue dimensions to obtain efficiency and revenue dimension capacity values;

[0012] According to different evacuation mode requirements, determine the efficiency weight parameter of the efficiency dimension and the benefit weight parameter of the benefit dimension, and obtain the comprehensive capacity value of each plan based on the efficiency dimension capacity value, efficiency weight parameter, benefit dimension capacity value and benefit weight parameter;

[0013] Sort multiple ship schedules according to their comprehensive capability values ​​and select the optimal schedule.

[0014] Optionally, the ship parameters include ship portrait index, average single voyage revenue and average single voyage loading efficiency; the port area parameters include real-time flow, expected flow and port status parameters;

[0015] Among them, the real-time flow is the current passenger and cargo flow in the port area, the expected flow is the future flow predicted based on historical data; the average single voyage revenue and average single voyage loading efficiency are both calculated based on historical data; the port status parameters are used to indicate the unavailable berths and available berths caused by emergencies.

[0016] Optionally, the process of obtaining multiple ship schedule plans from the ship efficiency dimension includes:

[0017] Determine the efficiency value of the ship according to the historical average sea voyage time, the historical average daily voyages and the average probability of emergency repairs of the ship portrait indicators, sort the efficiency values ​​of the ships, and obtain a ship efficiency list;

[0018] Determine the port area congestion degree according to the real-time flow and the expected flow, and determine the current ship strategy scheduling level according to the port area congestion degree and the port state parameters;

[0019] A target ship is selected from the ship efficiency list according to the ship strategic scheduling level to form a ship schedule plan from multiple efficiency perspectives of ships and berths.

[0020] The process of obtaining multiple ship schedule plans from the ship revenue dimension includes:

[0021] Determine the income value of the ship according to the historical single voyage income of this month, the historical single voyage profit of this month and the average probability of emergency repair of the ship portrait indicators, sort the income values ​​of each ship, and obtain a ship income list;

[0022] Determine the port area congestion degree according to the real-time flow and the expected flow, and determine the current ship strategy scheduling level according to the port area congestion degree and the port state parameters;

[0023] A target ship is selected from the ship revenue list according to the ship strategy scheduling level to form a ship schedule plan from multiple revenue perspectives of ships and berths.

[0024] Optionally, selecting a target ship from the ship efficiency list according to the ship strategy scheduling level includes:

[0025] Determining the ship strategic scheduling level, the ship strategic scheduling level includes an emergency level, a general level and a sparse level;

[0026] When the ship strategy scheduling level is the emergency level, the first N target ships that meet the required number of ships are selected from the ship efficiency list; wherein N is a positive integer;

[0027] When the ship strategy scheduling level is a general level, the ship efficiency list is divided into multiple ship efficiency groups according to the required number of ships, and the first ship in each ship efficiency group is selected as the target ship;

[0028] When the ship strategy scheduling level is a sparse level, one ship is selected from each ship efficiency group as a target ship.

[0029] Optionally, the method for obtaining the efficiency dimension capability value includes:

[0030] Obtaining the efficiency value of the target ship in the ship schedule plan;

[0031] The efficiency dimension capability value is obtained by calculating the efficiency value of the target ship of each ship schedule, the ship strategy scheduling level and the number of ship schedules.

[0032] Optionally, the method for obtaining the revenue dimension capability value includes:

[0033] Obtain the revenue value of the target ship according to the historical single voyage revenue of the target ship this month, the historical single voyage profit of the target ship this month, the average probability of emergency repairs and the average revenue;

[0034] The revenue dimension capability value is obtained based on the revenue value of the target ship of each ship schedule plan, the ship strategy scheduling level and the number of ship schedule plans.

[0035] Optionally, before acquiring a plurality of ship schedule plans based on the ship parameters and port area parameters, the method further includes:

[0036] Determine the availability information of the ship, exclude the ship under repair, the ship under temporary repair, the ship under special service and the ship on suspension according to the availability information, determine the available ships to generate multiple ship schedule plans;

[0037] The evacuation modes include daily evacuation mode, holiday evacuation mode, Spring Festival evacuation mode and emergency evacuation mode.

[0038] In a second aspect, the present application further provides a device for determining a ferry schedule based on data fitting and multi-factor evaluation, comprising:

[0039] A plan generation module is used to collect ship parameters and port area parameters, and obtain multiple ship schedule plans based on the ship parameters and port area parameters; the ship schedule plans are obtained from the ship efficiency dimension and the ship revenue dimension;

[0040] The efficiency and revenue evaluation module is used to conduct comprehensive capacity evaluation of multiple ship schedules in terms of efficiency and revenue dimensions, and obtain the efficiency and revenue dimension capacity values;

[0041] A comprehensive evaluation module, for determining the efficiency weight parameter of the efficiency dimension and the benefit weight parameter of the benefit dimension according to the requirements of different evacuation modes, and obtaining the comprehensive capacity value of each scheme based on the efficiency dimension capacity value, efficiency weight parameter, benefit dimension capacity value and benefit weight parameter;

[0042] The optimal solution determination module is used to sort multiple ship schedule plans according to the comprehensive capability value and select the optimal schedule plan.

[0043] In a third aspect, the present application provides an electronic device comprising: at least one memory for storing programs; and at least one processor for executing the programs stored in the memory. When the program stored in the memory is executed, the processor is used to execute the method described in the first aspect or any possible implementation of the first aspect.

[0044] In a fourth aspect, the present application provides a computer-readable storage medium, which stores a computer program. When the computer program runs on a processor, the processor executes the method described in the first aspect or any possible implementation of the first aspect.

[0045] In a fifth aspect, the present application provides a computer program product. When the computer program product runs on a processor, the processor executes the method described in the first aspect or any possible implementation of the first aspect.

[0046] It can be understood that the beneficial effects of the second to fifth aspects mentioned above can be found in the relevant description of the first aspect mentioned above, and will not be repeated here.

[0047] In general, the above technical solutions conceived by this application have the following beneficial effects compared with the prior art:

[0048] (1) This application effectively allocates ship and port resources, reduces idle time and waiting time, and improves the overall operation efficiency of the port through comprehensive analysis of ship parameters and port area parameters; by evaluating the efficiency and benefits of multiple ship schedules, the optimal schedule can be identified, thereby improving the operational efficiency of the ship; the calculation of the comprehensive capability value takes into account the weights of efficiency and benefits, so that the selected plan not only performs well in efficiency, but also brings higher economic benefits. In addition, this application formulates ship schedules based on the highly volatile transportation mode demand and the influence of multiple factors, without the need for frequent adjustments to the ship schedule, thereby improving the overall operation efficiency of the port.

[0049] (2) This application sets different evacuation modes (such as daily, holiday, Spring Festival, and emergency modes) and adjusts the dispatch level (emergency, general, and sparse) according to the real-time situation of the port area. It can be flexibly adjusted according to actual needs to ensure that the schedule design not only meets the evacuation needs during peak periods, but also takes into account the economy and efficiency of daily transportation capacity, thereby further improving the operating efficiency of the port.

[0050] (3) This application can collect dynamic parameters of ships and port areas in real time, such as port status, real-time flow, etc., to ensure that the schedule design and scheduling plan can adapt to changes in port and ship status in a timely manner, thereby improving the flexibility and efficiency of port operations. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] Figure 1 This is one of the flow charts of the method for determining the ferry schedule based on data fitting and multi-factor evaluation provided in the embodiment of the present application;

[0052] Figure 2 This is a comparison chart of the comprehensive capability evaluation of the class schedule provided in the embodiment of the present application;

[0053] Figure 3 It is a schematic diagram of the process level table inside and outside the port area provided in the embodiment of the present application;

[0054] Figure 4 It is a schematic diagram of a table of port congestion and berth availability provided in an embodiment of the present application;

[0055] Figure 5 This is the second flow chart of the method for determining the ferry schedule based on data fitting and multi-factor evaluation provided in the embodiment of the present application;

[0056] Figure 6 It is a structural schematic diagram of a ferry schedule determination device based on data fitting and multi-factor evaluation provided in an embodiment of the present application;

[0057] Figure 7 It is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0058] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0059] The term "and / or" in this article is a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. The symbol " / " in this article indicates that the associated objects are in an or relationship, for example, A / B means A or B.

[0060] The terms "first" and "second" in the specification and claims herein are used to distinguish different objects rather than to describe a specific order of the objects. For example, a first response message and a second response message are used to distinguish different response messages rather than to describe a specific order of the response messages.

[0061] In the embodiments of the present application, words such as "exemplary" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way.

[0062] In the description of the embodiments of the present application, unless otherwise specified, "multiple" means two or more than two. For example, multiple processing units refer to two or more processing units, etc.; multiple elements refer to two or more elements, etc.

[0063] Next, the technical solutions provided in the embodiments of the present application are introduced.

[0064] Reference Figure 1 The present application provides a method for determining ferry schedules based on data fitting and multi-factor evaluation, including:

[0065] S101. Collect ship parameters and port parameters, and obtain multiple ship schedule plans based on the ship parameters and port parameters; the ship schedule plan is obtained from the ship efficiency dimension and the ship revenue dimension;

[0066] S102. Conduct comprehensive capacity evaluation of multiple ship schedules in terms of efficiency and revenue dimensions to obtain efficiency and revenue dimension capacity values;

[0067] S103. According to different evacuation mode requirements, determine the efficiency weight parameter of the efficiency dimension and the benefit weight parameter of the benefit dimension, and obtain the comprehensive capacity value of each solution based on the efficiency dimension capacity value, efficiency weight parameter, benefit dimension capacity value and benefit weight parameter;

[0068] S104. Sort multiple ship schedule plans according to the comprehensive capability values ​​and select the optimal schedule plan.

[0069] Specifically, the ship parameters include ship profile index B, average single voyage income M and average single voyage loading efficiency E; the port area parameters include real-time flow S1, expected flow S2 and port state parameter AT;

[0070] In this embodiment, the ship parameters and port parameters are the input parameters of the algorithm, including: real-time port traffic, expected traffic, expected voyage revenue, loading and unloading efficiency, port status, and ship portrait. The output of the algorithm is the schedule plan, that is, the ship schedule and berthing and departure plan.

[0071] The real-time flow, expected flow, port status and other input parameters of the algorithm have a certain degree of randomness and are key variables that affect the final result. Voyage income, loading and unloading efficiency, ship portraits, etc. are summarized through historical data and are relatively fixed within a certain period of time, so they are secondary influencing factors.

[0072] Among them, the real-time flow is the current passenger and cargo flow in the port area, the expected flow is the future flow predicted based on historical data; the average single voyage revenue and average single voyage loading efficiency are both calculated based on historical data; the port status parameters are used to indicate the unavailable berths and available berths caused by emergencies.

[0073] The system conducts a comprehensive assessment based on the current port traffic conditions, available ships, ship profiling capabilities, and expected traffic conditions to form multiple ship schedule plans. Each schedule plan includes two aspects: efficiency and revenue.

[0074] Reference Figure 2 According to the transportation requirements in different periods, different weight parameters are formed, and the solution capacity curve is drawn. The solution with the largest comprehensive capacity score is selected by default.

[0075] Furthermore, the process of obtaining multiple ship schedules from the ship efficiency dimension includes:

[0076] Determine the efficiency value of the ship according to the historical average sea voyage time, the historical average daily voyages and the average probability of emergency repairs of the ship portrait indicators, sort the efficiency values ​​of the ships, and obtain a ship efficiency list;

[0077] Determine the port area congestion degree according to the real-time flow and the expected flow, and determine the current ship strategy scheduling level according to the port area congestion degree and the port state parameters;

[0078] A target ship is selected from the ship efficiency list according to the ship strategic scheduling level to form a ship schedule plan from multiple efficiency perspectives of ships and berths.

[0079] Specifically, the currently available ship number is entered into the system, and the system forms a three-dimensional indicator portrait of the ship based on the ship number, namely, the ship portrait B, average income M, and average loading and unloading efficiency E.

[0080] For any ship, its ship portrait mainly focuses on three dimensions (T, F, H). Among them, T is the historical average sea voyage time of the ship; F is the historical average daily voyage of the ship; H is the average probability of emergency repairs of the ship.

[0081] Furthermore, the efficiency of all available ships is calculated, and the efficiency values ​​are sorted from large to small. The efficiency calculation formula is as follows:

[0082] Bq=F×(1 / T)×H×(1 / E)×100%

[0083] Where Bq is the efficiency value of the ship.

[0084] The efficiency values ​​of the ships are sorted to obtain a ship efficiency priority list Cb.

[0085] Furthermore, selecting a target ship from the ship efficiency list according to the ship strategy scheduling level includes:

[0086] Determining the ship strategic dispatch level, the ship strategic dispatch level includes an emergency level, a general level and a sparse level;

[0087] When the ship strategy scheduling level is the emergency level, the first N target ships that meet the required number of ships are selected from the ship efficiency list; wherein N is a positive integer;

[0088] When the ship strategy scheduling level is a general level, the ship efficiency list is divided into multiple ship efficiency groups according to the required number of ships, and the first ship in each ship efficiency group is selected as the target ship;

[0089] When the ship strategy scheduling level is a sparse level, one ship is selected from each ship efficiency group as a target ship.

[0090] Specifically, refer to Figure 3 and Figure 4 , Figure 3 This is a schematic diagram of the process level table inside and outside the port area. Figure 4 It is a schematic diagram of the port area congestion and berth availability situation table;

[0091] The current scheduling strategy level Lq is determined by the above figure, which is divided into three levels: L1, L2 and L3:

[0092] a. L1 is the emergency level, that is, the evacuation pressure is relatively large, and the ships ranked higher in the Cb list are given priority for dispatching, forming a ship-berth schedule {(P1, H1), (P2, H2), ... (Pn, Hn)};

[0093] b. L2 is the general situation level, that is, the evacuation pressure is general. The ships in the Cb list can be divided into 4 groups. Each time, the first-ranked ship in the group is selected for dispatch to form a ship-berth schedule {(P1, H1), (P2, H2), ... (Pn, Hn)};

[0094] c.L3 is the sparse situation level, that is, the evacuation pressure is relatively small. The ships in the Cb list can be divided into 4 groups, and one ship is randomly selected from the 4 groups for dispatch each time to form a ship-berth schedule {(P1,H1),(P2,H2),...(Pn,Hn)}.

[0095] In the specific implementation process, the dispatcher can make fine adjustments to the plan based on the actual experience and form no less than 2 alternative plans. The main adjustment strategy is to combine the current real-time dynamic situation of the ship, such as sudden temporary repairs, casualties, berth occupancy, etc.

[0096] Furthermore, the method for obtaining the efficiency dimension capability value includes:

[0097] Obtaining the efficiency value of the target ship in the ship schedule plan;

[0098] The efficiency dimension capability value is obtained by calculating the efficiency value of the target ship of each ship schedule, the ship strategy scheduling level and the number of ship schedules.

[0099] The efficiency dimension capability value is calculated for all the {P, H} schemes formed, and the calculation formula is:

[0100]

[0101] Among them, Bq iis the efficiency value of the target ship in each ship schedule plan, Lq is the ship strategy scheduling level, and n is the number of ships.

[0102] Accordingly, the process of obtaining multiple ship schedule plans from the ship revenue dimension includes:

[0103] Determine the income value of the ship according to the historical single voyage income of this month, the historical single voyage profit of this month and the average probability of emergency repair of the ship portrait indicators, sort the income values ​​of each ship, and obtain a ship income list;

[0104] Determine the port area congestion degree according to the real-time flow and the expected flow, and determine the current ship strategy scheduling level according to the port area congestion degree and the port state parameters;

[0105] A target ship is selected from the ship revenue list according to the ship strategy scheduling level to form a ship schedule plan from multiple revenue perspectives of ships and berths.

[0106] Optionally, the method for obtaining the revenue dimension capability value includes:

[0107] Obtain the revenue value of the target ship according to the historical single voyage revenue of the target ship this month, the historical single voyage profit of the target ship this month, the average probability of emergency repairs and the average revenue;

[0108] The revenue dimension capability value is obtained based on the revenue value of the target ship of each ship schedule plan, the ship strategy scheduling level and the number of ship schedule plans.

[0109] On the other hand, for any ship, the ship portrait in the revenue dimension mainly focuses on three dimensions (Eq, Pq, H).

[0110] Among them, Eq is the historical single voyage income of the ship this month; Pq is the historical single voyage profit of the ship this month; H is the average probability of emergency repairs of the ship.

[0111] Calculate the revenue of all available ships and sort them from large to small. The revenue calculation formula is as follows:

[0112] Mq=Eq×Pq×H×M×100%

[0113] Among them, Mq is the revenue value of the target ship and M is the average income.

[0114] The ships are sorted according to their revenue values ​​to obtain a ship efficiency priority list Mb.

[0115] Then, according to the steps of the efficiency dimension capacity value calculation procedure, several ship scheduling plans for the benefit dimension are formed, and the benefit dimension capacity value is calculated. The calculation formula is:

[0116]

[0117] Among them, Mq i is the profit value of each ship schedule plan, Lq is the ship strategy scheduling level, and n is the number of ships.

[0118] Furthermore, according to different transportation mode requirements, combined with market research and historical data, the efficiency weight parameter α (such as 0.6) and the benefit weight parameter β (such as 0.4) are set. The weights can be adjusted according to specific circumstances to adapt to different business goals.

[0119] The comprehensive capability value of each solution is calculated using the capability value of the efficiency dimension, the capability value of the benefit dimension and their respective weight parameters. The calculation formula is:

[0120] EE{(EF i ,MF i )}=α×EF i +β×MF i

[0121] Among them, EF i is the efficiency dimension capability value, MF i is the capability value of the benefit dimension, α is the efficiency weight parameter, and β is the benefit weight parameter.

[0122] Specifically, this embodiment brings the solutions formed in two dimensions into another dimension respectively, and forms theoretical calculation values ​​of all solutions in the efficiency dimension and the benefit dimension respectively, and the result is a two-dimensional array sequence:

[0123] {(EF1, MF1), (EF2, MF2)...(EFn, Mfn)}

[0124] Substitute all the obtained sequences into the above comprehensive efficiency calculation formula, and sort the comprehensive capability values ​​of each scheduling scheme according to the EE values ​​of all the schemes, that is, the comprehensive capability values. The dispatcher sorts the final schemes according to their capability values, and in principle, the scheme with the highest comprehensive capability value is preferred.

[0125] That is to say, according to the comprehensive capacity values ​​calculated above, all schedule plans are sorted in descending order, and plans with high comprehensive capacity values ​​will be given priority. From the sorting results, the plan with the highest comprehensive capacity value is selected as the optimal schedule plan. The optimal schedule plan is put into actual operation and feedback data is collected. In the future, parameters can be continuously optimized and plans can be adjusted according to actual operation conditions to cope with market changes and dynamic demands.

[0126] Optionally, before acquiring a plurality of ship schedule plans based on the ship parameters and port area parameters, the method further includes:

[0127] Determine the availability information of the ship, exclude the ship under repair, the ship under temporary repair, the ship under special service and the ship on suspension according to the availability information, determine the available ships to generate multiple ship schedule plans;

[0128] The evacuation modes include daily evacuation mode, holiday evacuation mode, Spring Festival evacuation mode and emergency evacuation mode.

[0129] Specifically, the complete process of the method for determining the ferry schedule based on data fitting and multi-factor evaluation provided in the embodiment of the present application is as follows:

[0130] 1) Preprocessing stage: The system divides various types of ships into three categories (superior ships, medium ships, and general ships) according to their loading capacity, operating capacity, and profitability, represented by B1, B2, and B3 respectively. The historical average single voyage income of each ship is M, and the historical average loading efficiency of the voyage is E.

[0131] 2) Set the real-time flow, expected flow and port status parameters of the port area, represented by S1, S2 and AT respectively. Among them, the port status parameters mainly include the unavailability of berths caused by emergencies and the availability of berths.

[0132] 3) Set the available ship situation, exclude factory repair ships, temporary repair ships, special service ships, suspended ships, etc. The available ships are represented by P{P1,P2...Pn}.

[0133] 4) The input parameters of the ship are P{B, M, E}, and the parameters of the port area are S1, S2 and AT. The various input parameters are brought into the system calculation formula to obtain the efficiency dimension capacity value and the benefit dimension capacity value respectively.

[0134] 5) Manually set the order and number of ships to be used, repeat step 4, and obtain the capacity values ​​of different efficiency dimensions and revenue dimensions for multiple schemes.

[0135] 6) According to the requirements of the evacuation situation (generally including daily evacuation mode, holiday evacuation mode, Spring Festival evacuation mode and emergency evacuation mode), different weight parameters α and β are set for efficiency and benefit, and the system automatically calculates the comprehensive capacity value of the schedule plan.

[0136] 7) Combine the comprehensive capacity value to determine the final schedule. The dispatcher can fine-tune the schedule according to the actual situation on site, and the fine-tuned schedule can be directly input into the system to calculate the plan capacity value. The dispatcher determines the final schedule based on the obtained capacity value.

[0137] Reference Figure 5 , Figure 5 This is the second flow chart of the method for determining the ferry schedule based on data fitting and multi-factor evaluation in this application, including:

[0138] Obtain the availability of ships, the availability of port berths, and the real-time traffic conditions inside and outside the current port area;

[0139] Carry out index classification processing on ship portraits;

[0140] On the one hand, calculate efficiency indicators, calculate the ship efficiency priority list, calculate the ship scheduling strategy level, form multiple schedule plans, and calculate the capacity value of each plan efficiency dimension;

[0141] On the other hand, the profit index is calculated, the ship profit priority list is calculated, the ship scheduling strategy level is calculated, multiple schedule plans are formed, and the capacity value of the profit dimension of each plan is calculated;

[0142] Set the weights of efficiency and benefit dimensions according to the transportation requirements, and calculate the comprehensive capacity value according to the comprehensive capacity calculation formula;

[0143] The final recommended schedule is formed by sorting by comprehensive ability value, and it is determined whether manual adjustment is required. If so, the comprehensive ability value is calculated according to the comprehensive ability calculation formula. Otherwise, the process ends.

[0144] Reference Figure 6 , a ferry schedule determination device based on data fitting and multi-factor evaluation, comprising:

[0145] A plan generation module 610 is used to collect ship parameters and port area parameters, and obtain multiple ship schedule plans based on the ship parameters and port area parameters; the ship schedule plans are obtained from the ship efficiency dimension and the ship revenue dimension;

[0146] The efficiency and benefit evaluation module 620 is used to perform comprehensive capability evaluation of multiple ship schedule plans in terms of efficiency and benefit dimensions, and obtain capability values ​​of the efficiency dimension and the benefit dimension;

[0147] A comprehensive evaluation module 630 is used to determine the efficiency weight parameter of the efficiency dimension and the benefit weight parameter of the benefit dimension according to different evacuation mode requirements, and obtain the comprehensive capacity value of each scheme based on the efficiency dimension capacity value, efficiency weight parameter, benefit dimension capacity value and benefit weight parameter;

[0148] The optimal solution determination module 640 is used to sort multiple ship schedule solutions according to the comprehensive capability values ​​and select the optimal schedule solution.

[0149] Optionally, the ship parameters include ship portrait index, average single voyage revenue and average single voyage loading efficiency; the port area parameters include real-time flow, expected flow and port status parameters;

[0150] Among them, the real-time flow is the current passenger and cargo flow in the port area, the expected flow is the future flow predicted based on historical data; the average single voyage revenue and average single voyage loading efficiency are both calculated based on historical data; the port status parameters are used to indicate the unavailable berths and available berths caused by emergencies.

[0151] Optionally, the process of obtaining multiple ship schedule plans from the ship efficiency dimension includes:

[0152] Determine the efficiency value of the ship according to the historical average sea voyage time, the historical average daily voyages and the average probability of emergency repairs of the ship portrait indicators, sort the efficiency values ​​of the ships, and obtain a ship efficiency list;

[0153] Determine the port area congestion degree according to the real-time flow and the expected flow, and determine the current ship strategy scheduling level according to the port area congestion degree and the port state parameters;

[0154] A target ship is selected from the ship efficiency list according to the ship strategic scheduling level to form a ship schedule plan from multiple efficiency perspectives of ships and berths.

[0155] The process of obtaining multiple ship schedule plans from the ship revenue dimension includes:

[0156] Determine the income value of the ship according to the historical single voyage income of this month, the historical single voyage profit of this month and the average probability of emergency repair of the ship portrait indicators, sort the income values ​​of each ship, and obtain a ship income list;

[0157] Determine the port area congestion degree according to the real-time flow and the expected flow, and determine the current ship strategy scheduling level according to the port area congestion degree and the port state parameters;

[0158] A target ship is selected from the ship revenue list according to the ship strategy scheduling level to form a ship schedule plan from multiple revenue perspectives of ships and berths.

[0159] Optionally, selecting a target ship from the ship efficiency list according to the ship strategy scheduling level includes:

[0160] Determining the ship strategic dispatch level, the ship strategic dispatch level includes an emergency level, a general level and a sparse level;

[0161] When the ship strategy scheduling level is the emergency level, the first N target ships that meet the required number of ships are selected from the ship efficiency list; wherein N is a positive integer;

[0162] When the ship strategy scheduling level is a general level, the ship efficiency list is divided into multiple ship efficiency groups according to the required number of ships, and the first ship in each ship efficiency group is selected as the target ship;

[0163] When the ship strategy scheduling level is a sparse level, one ship is selected from each ship efficiency group as a target ship.

[0164] Optionally, the method for obtaining the efficiency dimension capability value includes:

[0165] Obtaining the efficiency value of the target ship in the ship schedule plan;

[0166] The efficiency dimension capability value is obtained by calculating the efficiency value of the target ship of each ship schedule, the ship strategy scheduling level and the number of ship schedules.

[0167] Optionally, the method for obtaining the revenue dimension capability value includes:

[0168] Obtain the revenue value of the target ship according to the historical single voyage revenue of the target ship this month, the historical single voyage profit of the target ship this month, the average probability of emergency repairs and the average revenue;

[0169] The revenue dimension capability value is obtained by calculating the revenue value of the target ship of each ship schedule plan, the ship strategy scheduling level and the number of ship schedule plans.

[0170] Optionally, a vessel screening module is also included, for:

[0171] Determine the availability information of the ship, exclude the ship under repair, the ship under temporary repair, the ship under special service and the ship on suspension according to the availability information, determine the available ships to generate multiple ship schedule plans;

[0172] The evacuation modes include daily evacuation mode, holiday evacuation mode, Spring Festival evacuation mode and emergency evacuation mode.

[0173] It can be understood that the detailed functional implementation of each of the above-mentioned units / modules can be found in the introduction of the aforementioned method embodiment, and will not be repeated here.

[0174] It should be understood that the above-mentioned device is used to execute the method in the above-mentioned embodiment. The implementation principle and technical effect of the corresponding program module in the device are similar to those described in the above-mentioned method. The working process of the device can refer to the corresponding process in the above-mentioned method, which will not be repeated here.

[0175] Reference Figure 7Based on the method in the above embodiment, the embodiment of the present application provides an electronic device, which may include: a processor (processor) 710, a communication interface (CommunicationsInterface) 720, a memory (memory) 730 and a communication bus 740, wherein the processor 710, the communication interface 720, and the memory 730 communicate with each other through the communication bus 740. The processor 710 can call the logic instructions in the memory 730 to execute the method in the above embodiment.

[0176] In addition, the logic instructions in the above-mentioned memory 730 can be implemented in the form of software functional units and can be stored in a computer-readable storage medium when sold or used as an independent product. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product, which is stored in a storage medium and includes a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present application.

[0177] Based on the method in the above embodiment, an embodiment of the present application provides a computer-readable storage medium, which stores a computer program. When the computer program runs on a processor, the processor executes the method in the above embodiment.

[0178] Based on the method in the above embodiment, an embodiment of the present application provides a computer program product. When the computer program product runs on a processor, the processor executes the method in the above embodiment.

[0179] It is understandable that the processor in the embodiment of the present application can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), field programmable gate arrays (FPGA) or other programmable logic devices, transistor logic devices, hardware components or any combination thereof. The general-purpose processor can be a microprocessor or any conventional processor.

[0180] The method steps in the embodiments of the present application can be implemented by hardware or by a processor executing software instructions. The software instructions can be composed of corresponding software modules, and the software modules can be stored in random access memory (RAM), flash memory, read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), registers, hard disks, mobile hard disks, CD-ROMs, or any other form of storage medium known in the art. An exemplary storage medium is coupled to a processor so that the processor can read information from the storage medium and write information to the storage medium. Of course, the storage medium can also be a component of the processor. The processor and the storage medium can be located in an ASIC.

[0181] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware or any combination thereof. When implemented using software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in the embodiment of the present application is generated in whole or in part. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted through the computer-readable storage medium. The computer instructions may be transmitted from a website site, a computer, a server or a data center to another website site, a computer, a server or a data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can access or a data storage device such as a server or a data center that includes one or more available media integrated. The available medium may be a magnetic medium (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid state disk (SSD)), etc.

[0182] It should be understood that the various numerical numbers involved in the embodiments of the present application are only used for the convenience of description and are not used to limit the scope of the embodiments of the present application.

[0183] It will be easily understood by those skilled in the art that the above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A method for determining ferry schedules based on data fitting and multi-factor evaluation, It is characterized in that include: Collecting ship parameters and port area parameters, and obtaining multiple ship schedule plans based on the ship parameters and port area parameters; the ship schedule plans are obtained from the ship efficiency dimension and the ship revenue dimension; Conduct comprehensive capacity evaluation of multiple ship schedules in terms of efficiency and revenue dimensions to obtain efficiency and revenue dimension capacity values; According to different evacuation mode requirements, determine the efficiency weight parameter of the efficiency dimension and the benefit weight parameter of the benefit dimension, and obtain the comprehensive capacity value of each plan based on the efficiency dimension capacity value, efficiency weight parameter, benefit dimension capacity value and benefit weight parameter; Sort multiple ship schedules according to their comprehensive capability values ​​and select the optimal schedule.

2. The method for determining the ferry schedule according to claim 1, It is characterized in that The ship parameters include ship profile indicators, average single voyage revenue and average single voyage loading efficiency; the port area parameters include real-time flow, expected flow and port status parameters; Among them, the real-time flow is the current passenger and cargo flow in the port area, the expected flow is the future flow predicted based on historical data; the average single voyage revenue and average single voyage loading efficiency are both calculated based on historical data; the port status parameters are used to indicate the unavailable berths and available berths caused by emergencies.

3. The method for determining the ferry schedule according to claim 2, It is characterized in that The process of obtaining multiple ship schedules from the ship efficiency dimension includes: Determine the efficiency value of the ship according to the historical average sea voyage time, the historical average daily voyages and the average probability of emergency repairs of the ship portrait indicators, sort the efficiency values ​​of the ships, and obtain a ship efficiency list; Determine the port area congestion degree according to the real-time flow and the expected flow, and determine the current ship strategy scheduling level according to the port area congestion degree and the port state parameters; A target ship is selected from the ship efficiency list according to the ship strategic scheduling level to form a ship schedule plan from multiple efficiency perspectives of ships and berths.

4. The method for determining the ferry schedule according to claim 2, It is characterized in that The process of obtaining multiple ship schedule plans from the ship revenue dimension includes: Determine the income value of the ship according to the historical single voyage income of this month, the historical single voyage profit of this month and the average probability of emergency repair of the ship portrait indicators, sort the income values ​​of each ship, and obtain a ship income list; Determine the port area congestion degree according to the real-time flow and the expected flow, and determine the current ship strategy scheduling level according to the port area congestion degree and the port state parameters; A target ship is selected from the ship revenue list according to the ship strategy scheduling level to form a ship schedule plan from multiple revenue perspectives of ships and berths.

5. The method for determining the ferry schedule according to claim 3, It is characterized in that Selecting a target ship from the ship efficiency list according to the ship strategy scheduling level includes: Determining the ship strategic scheduling level, the ship strategic scheduling level includes an emergency level, a general level and a sparse level; When the ship strategy scheduling level is the emergency level, the first N target ships that meet the required number of ships are selected from the ship efficiency list; wherein N is a positive integer; When the ship strategy scheduling level is a general level, the ship efficiency list is divided into multiple ship efficiency groups according to the required number of ships, and the first ship in each ship efficiency group is selected as the target ship; When the ship strategy scheduling level is a sparse level, one ship is selected from each ship efficiency group as a target ship.

6. The method for determining ferry schedule according to claim 3, It is characterized in that The method for obtaining the efficiency dimension capability value includes: Obtaining the efficiency value of the target ship in the ship schedule plan; The efficiency dimension capability value is obtained by calculating the efficiency value of the target ship of each ship schedule, the ship strategy scheduling level and the number of ship schedules.

7. The method for determining ferry schedule according to claim 3, It is characterized in that The method for obtaining the revenue dimension capability value includes: Obtain the revenue value of the target ship according to the historical single voyage revenue of the target ship this month, the historical single voyage profit of the target ship this month, the average probability of emergency repairs and the average revenue; The revenue dimension capability value is obtained based on the revenue value of the target ship of each ship schedule plan, the ship strategy scheduling level and the number of ship schedule plans.

8. The method for determining ferry schedule according to claim 1, It is characterized in that Before acquiring a plurality of ship schedule plans based on the ship parameters and the port area parameters, the method further includes: Determine the availability information of the ship, exclude the ship under repair, the ship under temporary repair, the ship under special service and the ship on suspension according to the availability information, determine the available ships to generate multiple ship schedule plans; The evacuation modes include daily evacuation mode, holiday evacuation mode, Spring Festival evacuation mode and emergency evacuation mode.

9. A ferry schedule determination device based on data fitting and multi-factor evaluation, It is characterized in that include: A plan generation module is used to collect ship parameters and port area parameters, and obtain multiple ship schedule plans based on the ship parameters and port area parameters; the ship schedule plans are obtained from the ship efficiency dimension and the ship revenue dimension; The efficiency and revenue evaluation module is used to conduct comprehensive capacity evaluation of multiple ship schedules in terms of efficiency and revenue dimensions, and obtain the efficiency and revenue dimension capacity values; A comprehensive evaluation module, for determining the efficiency weight parameter of the efficiency dimension and the benefit weight parameter of the benefit dimension according to the requirements of different evacuation modes, and obtaining the comprehensive capacity value of each scheme based on the efficiency dimension capacity value, efficiency weight parameter, benefit dimension capacity value and benefit weight parameter; The optimal solution determination module is used to sort multiple ship schedule plans according to the comprehensive capability value and select the optimal schedule plan.

10. An electronic device, It is characterized in that include: at least one memory for storing a computer program; At least one processor is used to execute the program stored in the memory. When the program stored in the memory is executed, the processor is used to execute the method according to any one of claims 1 to 8.

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