Anchorage allocation management method and system based on direct entry and exit scheduling of ships

Abstract

The present invention discloses a method and system for managing anchorage allocation based on direct-in and direct-out scheduling of ships. The method comprises: obtaining ship schedule information such as ship information, load conditions and route plans; collecting static information such as white list parameters of berths / anchorages corresponding to allowed docking and dynamic information such as ship / berth / anchorage / hydrological / meteorological dynamics; calculating draft parameters according to ship information and load, and determining dockable berths that meet the white list parameters; estimating the estimated time of arrival of the ship at the port according to the route plan and ship / hydrological / meteorological dynamics; if there is an idle dockable berth at the estimated estimated time of arrival of the ship at the port, generating a direct-in scheduling plan for the ship; if there is no idle dockable berth, determining dockable anchorages that meet the white list parameters, selecting an idle dockable anchorage from them, so as to generate an anchorage docking scheduling plan for the ship, so as to optimize the allocation of anchorage resources and reduce the waiting time of the ship.

Description

Technical Field

[0001] The present invention relates to the field of port ship dispatching, and in particular to an anchoring allocation management method and system based on direct-in and direct-out dispatching of ships. Background Art

[0002] At present, in the port ship dispatch management, the general rule is that after a ship arrives at the port, it first queues up at a waiting berth and is dispatched in the order of arrival. At the same time, berths are assigned to ships based on the length of the ship, the shipping company to which it belongs, and the berths that the ship is accustomed to using.

[0003] Ports generally use ship scheduling plans, current operation progress, telephone contacts and other means to obtain information. They also combine positioning information from the ship information network, weather information and other information to adjust and optimize ship dispatch.

[0004] However, the arrival time of ships is affected by many random factors, which may cause multiple ships to arrive at the port at the same time, resulting in problems such as tight and uneven distribution of anchorage resources and long waiting time for ships. Traditional anchorage management methods are difficult to effectively deal with emergencies caused by random factors, which in turn affects the overall operating efficiency of the port and the operating efficiency of ships.

[0005] The disclosure of the above background technology content is only used to assist in understanding the concept and technical solution of the present application. It does not necessarily belong to the prior art of the present application, nor does it necessarily provide technical guidance. In the absence of clear evidence that the above content has been disclosed before the filing date of the present application, the above background technology should not be used to evaluate the novelty and creativity of the present application. Summary of the invention

[0006] The purpose of the present invention is to provide a method for managing anchorage allocation based on direct-in and direct-out scheduling of ships, which can improve port operation efficiency, optimize anchorage resource allocation, and reduce ship waiting time.

[0007] To achieve the above object, the technical solution adopted by the present invention is as follows:

[0008] An anchoring allocation management method based on direct entry and exit scheduling of ships comprises the following steps:

[0009] Obtain ship schedule information, including ship information, load conditions and route plans;

[0010] Collect static information and dynamic information, and perform scheduling calculations in combination with the expected arrival time of the ship, wherein the static information includes whitelist parameters of berths and anchorages corresponding to the whitelist parameters of anchorages; the dynamic information includes ship dynamics, berth dynamics, anchorage dynamics, hydrological dynamics, and meteorological dynamics; perform scheduling calculations in the following ways:

[0011] Calculate the draft parameters of the loaded ship according to the ship information and load conditions, and determine the berths that can be docked if the draft parameters of the loaded ship meet the whitelist parameters;

[0012] Estimate the estimated time of arrival of the vessel based on the route plan, vessel dynamics, hydrological dynamics and meteorological dynamics;

[0013] According to the dynamic information, the berth dynamics of the available berths for the estimated time of arrival of the ship at the port are estimated, and if there are available berths in an idle state, a direct-entry scheduling plan for the ship is generated;

[0014] If there is no idle berth, a dockable anchorage whose draft parameter of the loaded ship meets the whitelist parameters is determined, and the anchorage dynamics of the dockable anchorage are determined, and an idle berth is selected from them to generate an anchorage berthing scheduling plan for the ship.

[0015] Further, based on any one of the above-mentioned technical solutions or a combination of multiple technical solutions, the anchoring allocation management method based on direct entry and exit scheduling of ships provided by the present invention also includes the following steps:

[0016] Monitoring real-time changes of the dynamic information;

[0017] According to the changing dynamic information, the scheduling calculation is dynamically modified, including one or more of the following modification actions:

[0018] Determine the influence of the hydrological dynamics on the ship's draft according to the hydrological dynamics, and correct the loaded ship's draft parameters to correct the range of the berth that can be docked; and / or, correct the range of the berth that can be docked according to the changes in the berth dynamics;

[0019] Correcting the estimated time of arrival of the ship according to the change of the ship dynamics, the change of the hydrological dynamics or the change of the meteorological dynamics;

[0020] According to the dynamic changes of the berths, the real-time status of whether each berth is free at the estimated time of arrival of the ship is corrected;

[0021] Determine the influence of the hydrological dynamics on the ship's draft and correct the loaded ship's draft parameters to correct the range of the berthing anchorage; and / or correct the range of the berthing anchorage according to changes in the anchorage dynamics.

[0022] Further, based on any one of the above technical solutions or a combination of multiple technical solutions, the ship dynamics also include berthing operation time, and the berth dynamics include berthing time and unberthing time, wherein the unberthing time is estimated based on the berthing time and berthing operation time;

[0023] The mooring allocation management method further comprises the following steps:

[0024] If there is no idle berth available for docking, first determine the time difference between the earliest departure time of each berth and the estimated arrival time of the ship; if the time difference is less than a preset first duration threshold, generate a scheduling plan for reducing the speed of the ship to replace the anchorage scheduling plan for the ship;

[0025] If the time difference reaches a preset first duration threshold, an anchorage berthing scheduling plan for the ship is generated.

[0026] Further, based on any one of the above-mentioned technical solutions or a combination of multiple technical solutions, the anchoring allocation management method based on direct entry and exit scheduling of ships provided by the present invention also includes the following steps:

[0027] According to the real-time change of the dynamic information or the change of the number of actual operators, the berthing operation time is dynamically modified to modify the unberthing time.

[0028] Further, based on any one of the above-mentioned technical solutions or a combination of multiple technical solutions, the dynamic information also includes traffic control information, which includes traffic control areas and traffic control time periods;

[0029] The mooring allocation management method further comprises the following steps:

[0030] Determine the ships affected by the traffic control according to the traffic control area and the route plan of the ship schedule information;

[0031] Generate a new route according to the traffic control area to correct the estimated time of arrival of the ship; or correct the estimated time of arrival of the ship according to the traffic control time period;

[0032] According to the revised estimated time of arrival of the ship at the port, the straight-forward scheduling plan or anchorage berthing scheduling plan of the ship is regenerated.

[0033] Further, based on any one of the above-mentioned technical solutions or a combination of multiple technical solutions, the dynamic information also includes multiple different types of traffic control information:

[0034] If the type of traffic control affects both the departure of the preceding ship and the arrival of the following ship, the following ship will be notified of the reduced speed according to the traffic control period, or the waiting time at the anchorage will be notified;

[0035] If the type of traffic control is to affect the departure of the previous operating ship but not the arrival of the subsequent operating ship, then check whether there are other idle berths available for docking. If so, move the ship that has completed the operation to the other idle berths available for docking, so that the subsequent operating ship can dock at the berth according to the predetermined plan;

[0036] If the type of traffic control affects the berthing of subsequent operating ships but does not affect the departure of preceding operating ships, the ships that have completed the operation will be arranged to leave the port, and a new scheduling plan will be regenerated for the affected subsequent operating ships based on the traffic control time period, or the reduced speed will be calculated for the subsequent operating ships, or the waiting time at the anchorage will be notified.

[0037] Further, based on any one of the above-mentioned technical solutions or a combination of multiple technical solutions, if the type of traffic control is to affect the departure of the previous operating ship but not to affect the berthing of the subsequent operating ship, and there is no other idle berth for berthing, the scheduling instructions are recalculated for the subsequent operating ship: if the ship is on the way, the decelerated sailing speed is calculated according to the traffic control time period, and the speed is notified to the ship; if the ship is already at the anchorage, the pilotage information is calculated for the ship according to the traffic control time period;

[0038] If the type of traffic control affects the berthing of subsequent operating ships but does not affect the departure of preceding operating ships, and the time difference between the time of completing the preceding operation and the end of the traffic control time period reaches the preset second time threshold, a new ship not under control is dispatched to berth, the berth dynamics of the dynamic information is updated, and the dispatch calculation is dynamically corrected; if the time difference between the time of completing the preceding operation and the end of the traffic control time period is less than the preset second time threshold, the dispatch instruction is recalculated for the subsequent operating ship: if the ship is on the way, the decelerated sailing speed is calculated according to the traffic control time period, and the speed is notified to the ship; if the ship is already at the anchorage, the pilotage information is calculated for the ship according to the traffic control time period.

[0039] Further, according to any one of the above technical solutions or a combination of multiple technical solutions, the dynamic information also includes an AIS position obtained from an automatic identification system of a ship;

[0040] According to the AIS position and other dynamic information, the speed of the scheduled ship is corrected to ensure that its actual arrival time is roughly close to the estimated arrival time of the ship.

[0041] According to another aspect of the present invention, the present invention provides an anchorage allocation management system based on direct entry and exit scheduling of ships, including a port scheduling subsystem and a ship subsystem and a dock subsystem connected to the port scheduling subsystem, wherein:

[0042] The ship subsystem is configured to send the ship schedule information to the port dispatch subsystem, wherein the ship schedule information includes ship information, load conditions and route plan;

[0043] The terminal subsystem is configured to send static information to the port scheduling subsystem, wherein the static information includes whitelist parameters of allowed docking corresponding to berths and whitelist parameters of allowed docking corresponding to anchorages;

[0044] The port dispatching subsystem is configured as follows:

[0045] Collecting dynamic information from the ship subsystem and the wharf subsystem respectively, wherein the dynamic information includes ship dynamics, berth dynamics, anchorage dynamics, hydrological dynamics, and meteorological dynamics;

[0046] Calculate the draft parameters of the loaded ship according to the ship information and load conditions, and determine the berths that can be docked if the draft parameters of the loaded ship meet the whitelist parameters;

[0047] Estimate the estimated time of arrival of the vessel based on the route plan, vessel dynamics, hydrological dynamics and meteorological dynamics;

[0048] According to the dynamic information, the berth dynamics of the available berths for the estimated time of arrival of the ship at the port are estimated, and if there are available berths in an idle state, a direct-entry scheduling plan for the ship is generated;

[0049] If there is no idle berth, a dockable anchorage whose draft parameter of the loaded ship meets the whitelist parameters is determined, and the anchorage dynamics of the dockable anchorage are determined, and an idle berth is selected from them to generate an anchorage berthing scheduling plan for the ship.

[0050] Further, based on any one of the above-mentioned technical solutions or a combination of multiple technical solutions, the port dispatching subsystem collects dynamic information from the ship subsystem and the terminal subsystem in real time to monitor the real-time changes of the dynamic information;

[0051] The port dispatch subsystem dynamically modifies the dispatch calculation according to the changing dynamic information, including one or more of the following modification actions:

[0052] Determine the influence of the hydrological dynamics on the ship's draft according to the hydrological dynamics, and correct the loaded ship's draft parameters to correct the range of the berth that can be docked; and / or, correct the range of the berth that can be docked according to the changes in the berth dynamics;

[0053] Correcting the estimated time of arrival of the ship according to the change of the ship dynamics, the change of the hydrological dynamics or the change of the meteorological dynamics;

[0054] According to the dynamic changes of the berths, the real-time status of whether each berth is free at the estimated time of arrival of the ship is corrected;

[0055] Determine the influence of the hydrological dynamics on the ship's draft and correct the loaded ship's draft parameters to correct the range of the berthing anchorage; and / or correct the range of the berthing anchorage according to changes in the anchorage dynamics.

[0056] The beneficial effects brought by the technical solution provided by the present invention are as follows:

[0057] a. Anchorage allocation management method based on direct-in and direct-out scheduling of ships, optimizes anchorage resource allocation, reduces ship waiting time, and improves port operation efficiency;

[0058] b. Through the information system, basic ship data, cargo loading and unloading information, port entry and exit data, pilotage information, terminal plan information, previous berth operation status, anchorage berthing area and other public resource usage conditions are collected, and combined with the navigation hydrological environment, weather information, and traffic control information, the dispatching plan output by the dispatching calculation can accurately provide pilotage basis for ship berthing;

[0059] c. Based on the dynamic information such as ship schedule, operation status and arrival time of the ship, ship type, cargo type, navigation environment and other factors, the scheduling algorithm is used to formulate a direct entry and exit scheduling plan, that is, the order, route and time of the ship entering the berth or anchorage according to the collected information, and the maximum time for the ship to leave the berth directly or stay after completing the loading and unloading operation, so as to reduce the ineffective waiting time in the port;

[0060] d. Establish a real-time monitoring system for ships entering and leaving the port, obtain real-time information such as the position, speed, and heading of the ship, and connect with weather, hydrological, traffic control and other information in real time; through data analysis, timely adjust the dispatch plan to respond to emergencies or abnormal situations, and enhance the port's ability to respond to emergencies;

[0061] e. Develop an Internet-based information management system, use the information system to achieve the accuracy of various types of information, realize real-time sharing and query of information such as ship scheduling, anchor allocation, and operation progress, improve management efficiency, and reduce human errors. BRIEF DESCRIPTION OF THE DRAWINGS

[0062] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0063] Figure 1 A flow chart of an anchorage allocation management method based on direct-in and direct-out scheduling of ships provided as an exemplary embodiment of the present invention;

[0064] Figure 2 A schematic diagram of a flow chart of a dynamic modified scheduling calculation in a mooring allocation process provided for an exemplary embodiment of the present invention;

[0065] Figure 3 Different from Figure 1 A flow chart of another method for managing anchor allocation;

[0066] Figure 4 A schematic flow chart of a method for managing anchor allocation under traffic control provided by an exemplary embodiment of the present invention;

[0067] Figure 5 A schematic diagram of a first type of traffic control provided for an exemplary embodiment of the present invention;

[0068] Figure 6 A schematic diagram of a second type of traffic control provided for an exemplary embodiment of the present invention;

[0069] Figure 7 A schematic diagram of a third type of traffic control provided for an exemplary embodiment of the present invention;

[0070] Figure 8 A schematic block diagram of an anchor allocation management system based on direct-in and direct-out scheduling of ships is provided as an exemplary embodiment of the present invention. DETAILED DESCRIPTION

[0071] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings 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 should fall within the scope of protection of the present invention.

[0072] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, device, product or equipment that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or equipment.

[0073] The traditional anchorage management method has at least the following shortcomings: First, the information generated during the ship's berthing and departure operations lacks an overall integration and sharing mechanism, which can easily cause unsmooth ship scheduling and lead to low scheduling efficiency; Second, the ports, agents, shipowners and other relevant parties have a single way to obtain information, and the required information requires real-time human attention, so that the timeliness of obtaining information cannot be guaranteed and the communication cost is high; Third, the scheduling of anchorage resources fails to fully combine the ship's navigation, hydrological environment, port pre-operation, traffic control and other conditions, resulting in waste of resources and poor scheduling performance.

[0074] The present invention aims to provide a method for managing anchorage allocation based on direct-in and direct-out scheduling of ships, which fully combines various information to rationally plan anchorage positions and scheduling sequences, achieve rapid berthing and unberthing of ships, improve port operation efficiency, and reduce ship waiting time.

[0075] The present invention utilizes the information collection and monitoring system, combines the custom scheduling model with the resource optimization algorithm, utilizes the "navigation + guidance" capability provided by the information system, combines information push, data monitoring and message warning, and completes the Just In Time (JIT) production method for the process of ships entering and leaving the port directly.

[0076] In one embodiment of the present invention, a method for managing anchorage allocation based on direct entry and exit scheduling of ships is provided, such as Figure 1 and Figure 8 As shown, the mooring allocation management method includes the following steps:

[0077] The first step is to obtain the ship schedule information, which includes ship information, load conditions and route plan; usually the ship subsystem or its agent files the ship schedule information with the port dispatch subsystem, including ship information such as ship type, size, maximum load tonnage, maximum draft parameters, maximum speed, and route plan such as starting port, destination port, stopover port, planned departure time, etc.

[0078] The second step is to collect static information and dynamic information, and perform scheduling calculations in combination with the expected arrival time of the ship, wherein the static information includes whitelist parameters of berths and anchorages corresponding to the whitelist parameters of anchorages; the dynamic information includes ship dynamics, berth dynamics, anchorage dynamics, hydrological dynamics, and meteorological dynamics;

[0079] Step 3: Scheduling calculation:

[0080] S301. Calculate the draft parameters of the loaded ship according to the ship information and load conditions, and determine the berths that can be docked if the draft parameters of the loaded ship meet the whitelist parameters; specifically, ships of different ship types and sizes pre-build a functional relationship between load and draft, thereby estimating the draft parameters corresponding to the current load. Different berths have different water depth information, and the draft depths of ships allowed to dock are naturally different. If the current draft of the ship is greater than the maximum draft depth allowed by the berth, it needs to be excluded from the whitelist; in addition, the size and tonnage of the ship need to be considered to determine whether it can be included in the whitelist. For anchorages, it is also necessary to consider multiple factors to determine whether a ship can enter its whitelist.

[0081] S302, estimating the estimated time of arrival of the ship at the port according to the route plan, ship dynamics, hydrological dynamics and meteorological dynamics;

[0082] S303. Estimate the berth dynamics of the berths available for berthing at the estimated time of arrival of the ship according to the dynamic information; when berth A is allocated to ship B from 10:00 to 12:00 on September 18, 2024 in the scheduling plan, the berth dynamics of berth A will be modified in the dynamic information; if the estimated time of arrival of ship C is 10:30, even if ship C is in the whitelist of berth A, it cannot be allocated to ship C, so it is estimated that the real-time status of berth A is non-idle at the estimated time of arrival of ship C.

[0083] S304. If there is an idle berth available for docking, a straight-forward scheduling plan for the ship is generated; for example, if ship C is in the whitelist of berth D and is not allocated to other ships during the 10:30 time period, a straight-forward scheduling plan can be generated, including a sailing plan: departure port, departure time, recommended average sailing speed, and estimated arrival time; a berthing plan: estimated berth, estimated docking duration; an operation plan: estimated start time, estimated completion time; and a departure plan: estimated departure time.

[0084] S305. If there is no idle berth, determine the dockable anchorage whose draft parameters of the loaded ship meet the whitelist parameters, and determine the real-time status of the dockable anchorage at the estimated time of arrival of the ship, and select an idle anchorage from them to generate an anchorage scheduling plan for the ship, which can also include the navigation plan in S304, and the anchorage plan: estimated docking anchorage, estimated docking duration.

[0085] In one embodiment of the present invention, after the direct-entry scheduling plan / anchorage scheduling plan of the ship is generated, the real-time changes of the dynamic information are further monitored. If the dynamic information is monitored to have changed (or the influence of the change reaches a certain degree), the scheduling calculation in the third step is dynamically corrected according to the changed dynamic information. That is, the entry and exit of the ship is monitored by the real-time monitoring system, the emergency events and parameter information affecting the direct-entry and direct-exit model are captured, and the conclusion is updated in real time to adjust the scheduling plan in time, and the information is pushed to the relevant parties.

[0086] The emergencies mentioned above include previous delays, traffic control, and manual intervention. In the case of previous delays, the approximate delay time is calculated and combined with the status of the subsequent ships to issue instructions (unified adjustment algorithm, the same below). If on the way, the speed of navigation is calculated according to the delay time, and the deceleration and speed are notified; if the ship is about to berth within the specified nautical miles from the dock, a suitable anchorage is dispatched, and the ship is notified to wait at the anchorage and the waiting time; if the ship is already waiting at the anchorage, the waiting time is notified. In case of traffic control, the dispatching instructions are updated and notified to the ship and the terminal according to the impact area and duration of the berthing and unberthing sections: if the normal departure of the preceding ship is affected, the following berthing ship is notified of the impact and instructed to slow down or go to any anchorage before the control point to wait and the recommended berthing time is informed (unified dispatching algorithm); if the normal berthing of the following ship is affected, the port is notified and other unaffected ships are dispatched to berth, the waiting time of the original subsequent berthing ship is recalculated and the nearest anchorage is notified to wait; if the preceding departure and subsequent berthing are affected, the subsequent berthing ship is informed of the impact and instructed to go to the anchorage nearest to the control point to wait. In case of manual intervention, the dispatching instructions are recalculated and notified according to the order and time of the affected ships' berthing after the manual intervention (unified dispatching algorithm).

[0087] Corrective action see Figure 2 :

[0088] According to the influence of hydrological dynamics on the draft of the ship, the draft parameters of the ship after loading are corrected to correct the range of the berth that can be docked; hydrological tides and other hydrological natural phenomena will affect the water depth of the ship. If, after being affected by the hydrology, the draft of the ship has never exceeded the allowable depth of the berth but has changed to exceed the allowable depth of the berth, it should be deleted from the whitelist of the berth; if, after being affected by the hydrology, the draft of the ship has changed from exceeding the allowable depth of the berth to not exceeding the allowable depth of the berth, it can be added to the whitelist of the berth.

[0089] Alternatively, the range of the available berths is modified according to the changes in the berth dynamics; the berth dynamics may include factors affecting the white list of berths allowed to dock, such as berth renovation, berth expansion and other information.

[0090] Alternatively, the estimated time of arrival of the ship is corrected according to the changes in the ship's dynamics, the changes in the hydrological dynamics or the changes in the meteorological dynamics; the ship's sailing speed is affected by its own operating status, hydrological, meteorological and other factors, which in turn affect the estimated time of arrival of the ship.

[0091] Alternatively, the real-time status of whether each available berth is idle at the estimated time of arrival of the ship is corrected according to the changes in the berth dynamics; berth dynamics such as the start time of berthing a ship, the estimated completion time, the departure time of the ship and other related parameters may change dynamically due to human or natural factors, causing the berth idle status at a certain point in time to change.

[0092] Alternatively, the influence of the hydrological dynamics on the draft of the ship is determined based on the hydrological dynamics, and the draft parameters of the loaded ship are corrected to correct the range of the anchorage that can be docked; similarly, if after being affected by the hydrology, the draft of the ship has changed from never exceeding the allowable depth of the anchorage to exceeding the allowable depth of the anchorage, it should be deleted from the white list of the anchorage; if after being affected by the hydrology, the draft of the ship has changed from exceeding the allowable depth of the anchorage to not exceeding the allowable depth of the anchorage, it can be added to the white list of the anchorage.

[0093] Alternatively, the range of the available anchorages may be modified according to changes in the anchorage dynamics, such as factors affecting the white list of anchorages allowed to dock, such as information such as anchorage renovation and anchorage expansion.

[0094] Furthermore, the ship dynamics include berthing operation time. As mentioned above, the berth dynamics include the start time of the ship berthing (i.e. berthing time) and the time when the ship leaves the berth (i.e. unberthing time), wherein the unberthing time is estimated based on the berthing time and berthing operation time, for example, the unberthing time is equal to the berthing time plus the berthing operation time.

[0095] like Figure 3 As shown, the mooring allocation management method also includes the following steps:

[0096] In the above step S305, if there is no idle berth available for docking, the time difference between the earliest departure time of each berth and the estimated arrival time of the ship is first determined, and if the time difference is less than the preset first duration threshold, a scheduling plan for reducing the speed of the ship is generated to replace the anchorage docking scheduling plan in the above step S305;

[0097] If the time difference reaches the preset first duration threshold, the anchorage berthing scheduling plan of the ship is generated according to the above step S305.

[0098] Furthermore, according to the real-time changes of the dynamic information or the changes in the number of actual operators, the berthing operation time is dynamically corrected to correct the unberthing time, so as to further determine whether to notify the ship to slow down or to wait at a designated anchorage.

[0099] In one embodiment of the present invention, Figure 4 As shown, the dynamic information also includes traffic control information, which includes traffic control areas and traffic control time periods;

[0100] The mooring allocation management method further comprises the following steps:

[0101] Determine the ships affected by the traffic control according to the traffic control area and the route plan of the ship schedule information;

[0102] According to the traffic control area, a new route is generated (bypassing the traffic control area to reach the berth) to correct the estimated time of arrival of the ship; or, if the traffic control area cannot be bypassed, the delay effect time is calculated according to the traffic control time period to correct the estimated time of arrival of the ship;

[0103] According to the revised estimated time of arrival of the ship at the port, the straight-forward scheduling plan or anchorage berthing scheduling plan of the ship is regenerated.

[0104] In a specific embodiment, the dynamic information also includes multiple different types of traffic control information:

[0105] like Figure 5 The type of traffic control shown affects both the departure of the preceding operating ship and the berthing of the subsequent operating ship. Under this type of traffic control, the subsequent operating ship is calculated and notified of a reduced speed according to the traffic control time period, or the subsequent operating ship is notified of the waiting time at the anchorage.

[0106] More specifically, there are two situations: definite control time and indefinite control time:

[0107] When the control time is determined, if the control has not ended when the preceding ship completes its operation and the preceding ship cannot leave the berth, the dispatch instructions for the subsequent ships will be recalculated: ① If the subsequent ship is on the way, the speed reduction information of the navigation will be calculated according to the delay time, and the ship will be notified to slow down; ② If the subsequent ship is already close to the dock, it will be dispatched to the anchorage berth, and the ship will be notified of the corresponding anchorage and waiting time; ③ If the subsequent ship is already waiting at the anchorage, it will be notified to continue waiting and the waiting time, and the pilotage information will be calculated for the ship.

[0108] When the control time is unknown, ① if the subsequent ship is on the way, notify the ship of the impact of traffic control and dispatch it to the anchorage berth, or notify the ship to dock and wait at the berth on its own; ② if the subsequent ship is already waiting at the anchorage, notify it to continue waiting and inform it of the impact of traffic control.

[0109] If the traffic control is lifted, the dispatch instructions will be recalculated immediately.

[0110] like Figure 6 The type of traffic control shown is that it affects the departure of the previous operating ship but does not affect the berthing of the subsequent operating ships. Under this kind of traffic control, it is checked whether there are other idle berths that can be docked. If so, the ship that has completed the operation will be moved to the other idle berths that can be docked, so that the subsequent operating ships can dock at the berths according to the predetermined plan.

[0111] Similarly, there are two situations: certain control time and uncertain control time:

[0112] In the case of a certain control time, if the control has not ended when the previous operating ship completes the operation, then check whether there are vacant berths. If there are vacant berths, the ship that has completed the operation will be moved to other vacant berths to make the current berth vacant for the subsequent operating ship to dock; if there are no vacant berths, the dispatch instructions of the subsequent ships will be recalculated: ① If the subsequent ship is on the way, the speed reduction information of the navigation is calculated according to the delay time, and the ship is notified to slow down; ② If the subsequent ship is already close to the dock, it will be dispatched to the anchorage berth, and the ship will be notified of the corresponding anchorage and waiting time; ③ If the subsequent ship is already waiting at the anchorage, it will be notified to continue waiting and the waiting time, and the pilotage information will be calculated for the ship.

[0113] When the control time is unknown, if an empty berth is found, the ship that has completed the operation will be moved to other empty berths to make the current berth vacant for the subsequent operation ship to dock; if there is no empty berth, the dispatch instructions of the subsequent ships will be recalculated: ① If the subsequent ship is on the way, the ship will be notified of the impact of traffic control and dispatched to the anchorage berth, or the ship will be notified to dock and wait at the stop; ② If the subsequent ship is already waiting at the anchorage, it will be notified to continue waiting and informed of the impact of traffic control.

[0114] If the traffic control is lifted, the dispatch instructions will be recalculated immediately.

[0115] like Figure 7 The type of traffic control shown is that it affects the berthing of subsequent operating ships but does not affect the departure of preceding operating ships. Under this type of traffic control, the ships that have completed the operation are arranged to leave the port, and according to the traffic control time period, a new scheduling plan is regenerated for the affected subsequent operating ships, or a reduced speed is calculated for the subsequent operating ships, or the waiting time of the subsequent operating ships at the anchorage is notified.

[0116] If the type of traffic control is to affect the berthing of subsequent operating ships but not the departure of previous operating ships, and the time difference between the completion time of the previous operation and the end time of the traffic control period reaches the preset second time threshold (for example, 2 hours), then a new ship not subject to control will be dispatched to berth, such as Figure 7 As shown, the berths vacated after the previous ship leaves the port are allocated to new ships that are not subject to traffic control, the berth dynamics of the dynamic information is updated, and the scheduling calculation is dynamically corrected;

[0117] If the time difference between the completion time of the previous operation and the end of the traffic control time period is less than the preset second time threshold, the dispatch instruction for the subsequent operating ship will be recalculated: when the control time is determined, ① if the subsequent ship is on the way, the speed reduction information of the navigation will be calculated according to the delay time, and the ship will be notified to slow down; ② if the subsequent ship is already close to the dock, it will be dispatched to the anchorage berth, and the ship will be notified of the corresponding anchorage and waiting time; ③ if the subsequent ship is already waiting at the anchorage, it will be notified to continue waiting and the waiting time, and the pilotage information will be calculated for the ship.

[0118] When the control time is unknown, the dispatch instructions of subsequent ships are recalculated: ① If the subsequent ship is on the way, the ship will be notified of the impact of traffic control and dispatched to the anchorage berth, or the ship will be notified to dock and wait at the berth on its own; ② If the subsequent ship is already waiting at the anchorage, it will be notified to continue waiting and informed of the impact of traffic control.

[0119] If the traffic control is lifted, the dispatch instructions will be recalculated immediately.

[0120] In one embodiment of the present invention, the dynamic information further includes an AIS position obtained from an automatic identification system of a ship;

[0121] According to the AIS position and other dynamic information, the speed of the scheduled ship is corrected to ensure that its actual arrival time is roughly close to the estimated arrival time of the ship.

[0122] like Figure 8As shown, the present invention provides an anchorage allocation management system based on direct entry and exit scheduling of ships, including a port scheduling subsystem and a ship subsystem and a wharf subsystem connected to the port scheduling subsystem, wherein:

[0123] The ship subsystem is configured to send the ship schedule information to the port dispatch subsystem, wherein the ship schedule information includes ship information, load conditions and route plan;

[0124] The terminal subsystem is configured to send static information to the port scheduling subsystem, wherein the static information includes whitelist parameters of allowed docking corresponding to berths and whitelist parameters of allowed docking corresponding to anchorages;

[0125] The port dispatching subsystem is configured as follows:

[0126] Collecting dynamic information from the ship subsystem and the wharf subsystem respectively, wherein the dynamic information includes ship dynamics, berth dynamics, anchorage dynamics, hydrological dynamics, and meteorological dynamics;

[0127] Calculate the draft parameters of the loaded ship according to the ship information and load conditions, and determine the berths that can be docked if the draft parameters of the loaded ship meet the whitelist parameters;

[0128] Estimate the estimated time of arrival of the vessel based on the route plan, vessel dynamics, hydrological dynamics and meteorological dynamics;

[0129] According to the dynamic information, the berth dynamics of the available berths for the estimated time of arrival of the ship at the port are estimated, and if there are available berths in an idle state, a direct-entry scheduling plan for the ship is generated;

[0130] If there is no idle berth, a dockable anchorage whose draft parameter of the loaded ship meets the whitelist parameters is determined, and the anchorage dynamics of the dockable anchorage are determined, and an idle berth is selected from them to generate an anchorage berthing scheduling plan for the ship.

[0131] The port dispatching subsystem collects dynamic information from the ship subsystem and the terminal subsystem in real time to monitor the real-time changes of the dynamic information;

[0132] The port dispatch subsystem dynamically modifies the dispatch calculation according to the changing dynamic information, including one or more of the following modification actions:

[0133] Determine the influence of the hydrological dynamics on the ship's draft according to the hydrological dynamics, and correct the loaded ship's draft parameters to correct the range of the berth that can be docked; and / or, correct the range of the berth that can be docked according to the changes in the berth dynamics;

[0134] Correcting the estimated time of arrival of the ship according to the change of the ship dynamics, the change of the hydrological dynamics or the change of the meteorological dynamics;

[0135] According to the dynamic changes of the berths, the real-time status of whether each berth is free at the estimated time of arrival of the ship is corrected;

[0136] Determine the influence of the hydrological dynamics on the ship's draft and correct the loaded ship's draft parameters to correct the range of the berthing anchorage; and / or correct the range of the berthing anchorage according to changes in the anchorage dynamics.

[0137] The anchoring allocation management system based on the straight-in and straight-out scheduling of ships provided in the present embodiment and the anchoring allocation management method based on the straight-in and straight-out scheduling of ships provided in the above-mentioned embodiment belong to the same inventive concept, and the entire contents of the embodiment of the anchoring allocation management method based on the straight-in and straight-out scheduling of ships are hereby incorporated into the present anchoring allocation management system embodiment based on the straight-in and straight-out scheduling of ships by way of full reference.

[0138] The present invention relies on an information collection system, a real-time monitoring system, a message warning system, and a ship dispatching and anchoring allocation model algorithm to construct a dispatching system for intelligent allocation of anchoring and command control navigation for ships entering and leaving the port directly.

[0139] The information system collects basic ship information, cargo loading and unloading information, port entry and exit reporting data, pilotage information, terminal plan information, previous berth operations, anchorage and berthing area and other public resource usage conditions, and combines it with the navigation hydrological environment, weather information, and traffic control information.

[0140] Dynamically calculate the remaining time of the current port ship operation, the estimated completion time, the port's surplus water depth, and the estimated tide height. At the same time, monitor the ship's position in real time through radar and AIS, and calculate the navigation status, remaining nautical miles, and estimated arrival hours of subsequent ships entering the port. Combined with the dynamics of the preceding and following ships and the use of public resources, the algorithm calculates the relevant direct-in and direct-out scheduling conclusions, such as: recommended sailing speed, waiting at designated areas, and docking and leaving within a specified time. According to the dynamic changes of all the above input information, the judgment basis is given in real time.

[0141] Through information push and message warning mechanisms, the dispatch information is accurately pushed to ports, agents, shipowners and other relevant parties, and finally the entire process is realized on time (Just In Time, abbreviated as JIT) through this dispatch management method.

[0142] The present invention proposes to use mathematical models and algorithms to dynamically optimize the allocation of anchorage resources. According to the ship's size, draft and other parameters, as well as the anchorage's terrain, water depth, wind and waves and other conditions, the most suitable anchorage position is allocated to each ship to ensure the safe anchorage of the ship. The ship responds to the direct entry and exit scheduling plan, that is, the scheduled order, route and time of entering the berth or anchorage, and the maximum time to leave the berth directly or stay after completing the loading and unloading operation, thereby reducing the invalid waiting time in the port.

[0143] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0144] The above is only a specific implementation of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims

1. A method for anchoring allocation management based on direct-in and direct-out scheduling of ships, characterized in that: The following steps are involved: Obtain ship schedule information, including ship information, load conditions and route plans; Collect static information and dynamic information, wherein the static information includes whitelist parameters of berths and anchorages; the dynamic information includes ship dynamics, berth dynamics, anchorage dynamics, hydrological dynamics, and meteorological dynamics; The scheduling calculation is performed in the following way: Calculate the draft parameters of the loaded ship according to the ship information and load conditions, and determine the berths that can be docked if the draft parameters of the loaded ship meet the whitelist parameters; Estimate the estimated time of arrival of the vessel based on the route plan, vessel dynamics, hydrological dynamics and meteorological dynamics; According to the dynamic information, the berth dynamics of the available berths for the estimated time of arrival of the ship at the port are estimated, and if there are available berths in an idle state, a direct-entry scheduling plan for the ship is generated; If there is no idle berth, then determine the dockable anchorage whose draft parameter of the loaded ship meets the whitelist parameter, determine the anchorage dynamics of the dockable anchorage, and select the idle berth from it to generate the anchorage berthing scheduling plan for the ship; The mooring allocation management method further comprises the following steps: Monitoring real-time changes of the dynamic information; According to the changing dynamic information, the scheduling calculation is dynamically modified, including multiple of the following modification actions: Determine the influence of the hydrological dynamics on the ship's draft according to the hydrological dynamics, and correct the loaded ship's draft parameters to correct the range of the berth that can be docked; and / or, correct the range of the berth that can be docked according to the changes in the berth dynamics; Correcting the estimated time of arrival of the ship according to the change of the ship dynamics, the change of the hydrological dynamics or the change of the meteorological dynamics; According to the dynamic changes of the berths, the real-time status of whether each berth is free at the estimated time of arrival of the ship is corrected; Determine the influence of the hydrological dynamics on the ship's draft and correct the loaded ship's draft parameters to correct the range of the berthing anchorage; and / or correct the range of the berthing anchorage according to changes in the anchorage dynamics.

2. The anchoring allocation management method based on ship direct entry and exit scheduling according to claim 1 is characterized in that: The ship dynamics also include berthing operation time, and the berth dynamics include berthing time and unberthing time, wherein the unberthing time is estimated based on the berthing time and berthing operation time; The mooring allocation management method further comprises: If there is no idle berth available for docking, first determine the time difference between the earliest departure time of each berth and the estimated arrival time of the ship; if the time difference is less than a preset first duration threshold, generate a scheduling plan for reducing the speed of the ship to replace the anchorage scheduling plan for the ship; If the time difference reaches a preset first duration threshold, an anchorage berthing scheduling plan for the ship is generated.

3. The anchoring allocation management method based on ship direct entry and exit scheduling according to claim 2 is characterized in that: The following steps are also included: According to the real-time change of the dynamic information or the change of the number of actual operators, the berthing operation time is dynamically modified to modify the unberthing time.

4. The anchoring allocation management method based on ship direct entry and exit scheduling according to claim 1 is characterized in that: The dynamic information also includes traffic control information, which includes traffic control areas and traffic control time periods; The mooring allocation management method further comprises the following steps: Determine the ships affected by the traffic control according to the traffic control area and the route plan of the ship schedule information; Generate a new route according to the traffic control area to correct the estimated time of arrival of the ship; or correct the estimated time of arrival of the ship according to the traffic control time period; According to the revised estimated time of arrival of the ship at the port, the straight-forward scheduling plan or anchorage berthing scheduling plan of the ship is regenerated.

5. The anchoring allocation management method based on ship direct entry and exit scheduling according to claim 1 is characterized in that: The dynamic information also includes different types of traffic control information: If the type of traffic control affects both the departure of the preceding ship and the arrival of the following ship, the following ship will be notified of the reduced speed according to the traffic control period, or the waiting time at the anchorage will be notified; If the type of traffic control is to affect the departure of the previous operating ship but not the arrival of the subsequent operating ship, then check whether there are other idle berths available for docking. If so, move the ship that has completed the operation to the other idle berths available for docking, so that the subsequent operating ship can dock at the berth according to the predetermined plan; If the type of traffic control affects the berthing of subsequent operating ships but does not affect the departure of preceding operating ships, the ships that have completed the operation will be arranged to leave the port, and a new scheduling plan will be regenerated for the affected subsequent operating ships based on the traffic control time period, or the reduced speed will be calculated for the subsequent operating ships, or the waiting time at the anchorage will be notified.

6. The anchoring allocation management method based on ship direct entry and exit scheduling according to claim 5 is characterized in that: If the type of traffic control is to affect the departure of the previous operating ship but not the berthing of the subsequent operating ship, and there is no other idle berth available for berthing, the dispatching instructions for the subsequent operating ship will be recalculated: if the ship is on the way, the decelerated sailing speed will be calculated according to the traffic control time period and notified to the ship; if the ship is already at the anchorage, the pilotage information will be calculated for the ship according to the traffic control time period; If the type of traffic control affects the berthing of subsequent operating ships but does not affect the departure of preceding operating ships, and the time difference between the time of completing the preceding operation and the end of the traffic control time period reaches the preset second time threshold, a new ship not under control is dispatched to berth, the berth dynamics of the dynamic information is updated, and the dispatch calculation is dynamically corrected; if the time difference between the time of completing the preceding operation and the end of the traffic control time period is less than the preset second time threshold, the dispatch instruction is recalculated for the subsequent operating ship: if the ship is on the way, the decelerated sailing speed is calculated according to the traffic control time period, and the speed is notified to the ship; if the ship is already at the anchorage, the pilotage information is calculated for the ship according to the traffic control time period.

7. The anchoring allocation management method based on ship direct entry and exit scheduling according to claim 1 is characterized in that: The dynamic information also includes the AIS position obtained from the ship automatic identification system; According to the AIS position and other dynamic information, the speed of the scheduled ship is corrected to ensure that its actual arrival time is roughly close to the estimated arrival time of the ship.

8. An anchorage allocation management system adopting the anchorage allocation management method based on ship direct entry and exit scheduling as described in any one of claims 1 to 7, characterized in that: It includes the port dispatching subsystem and the ship subsystem and terminal subsystem that communicate with it, including: The ship subsystem is configured to send the ship schedule information to the port dispatch subsystem, wherein the ship schedule information includes ship information, load conditions and route plan; The terminal subsystem is configured to send static information to the port scheduling subsystem, wherein the static information includes whitelist parameters of allowed docking corresponding to berths and whitelist parameters of allowed docking corresponding to anchorages; The port dispatching subsystem is configured as follows: Collecting dynamic information from the ship subsystem and the wharf subsystem respectively, wherein the dynamic information includes ship dynamics, berth dynamics, anchorage dynamics, hydrological dynamics, and meteorological dynamics; And the scheduling calculation is performed in the following way: Calculate the draft parameters of the loaded ship according to the ship information and load conditions, and determine the berths that can be docked if the draft parameters of the loaded ship meet the whitelist parameters; Estimate the estimated time of arrival of the vessel based on the route plan, vessel dynamics, hydrological dynamics and meteorological dynamics; According to the dynamic information, the berth dynamics of the available berths for the estimated time of arrival of the ship at the port are estimated, and if there are available berths in an idle state, a direct-entry scheduling plan for the ship is generated; If there is no idle berth, a dockable anchorage whose draft parameter of the loaded ship meets the whitelist parameters is determined, and the anchorage dynamics of the dockable anchorage are determined, and an idle berth is selected from them to generate an anchorage berthing scheduling plan for the ship.

9. The anchorage allocation management system based on ship direct entry and exit scheduling according to claim 8 is characterized in that: The port dispatching subsystem collects dynamic information from the ship subsystem and the terminal subsystem in real time to monitor the real-time changes of the dynamic information; The port dispatch subsystem dynamically modifies the dispatch calculation according to the changing dynamic information, including one or more of the following modification actions: Determine the influence of the hydrological dynamics on the ship's draft according to the hydrological dynamics, and correct the loaded ship's draft parameters to correct the range of the berth that can be docked; and / or, correct the range of the berth that can be docked according to the changes in the berth dynamics; Correcting the estimated time of arrival of the ship according to the change of the ship dynamics, the change of the hydrological dynamics or the change of the meteorological dynamics; According to the dynamic changes of the berths, the real-time status of whether each berth is free at the estimated time of arrival of the ship is corrected; Determine the influence of the hydrological dynamics on the ship's draft according to the hydrological dynamics, and correct the ship's draft parameter after loading to correct the range of the anchorage that can be docked; And / or, the range of the available anchorage is modified according to the dynamic changes of the anchorage.

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