Method and system for determining port entering and leaving scheduling plan of river-sea combined transport ship

Abstract

The invention provides a river-sea combined transport ship entering and leaving scheduling plan determination method and determination system, relates to the technical field of water transport informatization, and aims to solve the problems of poor reasonability of a ship entering and leaving scheduling plan and low ship navigation efficiency in the prior art. The river-sea combined transport ship entering and leaving scheduling plan determination method comprises the steps of obtaining basic information of river ships and sea ships, wherein the basic information at least comprises port reporting sequence information and shared channel information of the ships; determining a first ship port entering and leaving scheduling plan based on the basic information; performing at least one simulation optimization on the first ship entering and leaving scheduling plan, and determining a second ship entering and leaving scheduling plan; the second ship port entering and leaving scheduling plan comprises a ship passing sequence, a shared channel utilization rate and ship waiting time; the ship passing sequence meets a preset condition; the shared channel utilization rate meets a first preset threshold value; the ship waiting time meets a second preset threshold value; and scheduling the ships entering and leaving the port based on the second ship entering and leaving scheduling plan.

Description

Technical Field

[0001] The present invention relates to the field of water transport information technology, and in particular to a method and system for determining a port entry and exit scheduling plan for river-sea combined transport ships. Background Art

[0002] In the river-sea transport connection area, river vessels and sea vessels share waterways and berths, resulting in fierce competition for resources. At the same time, the need for sea vessels to travel with the tide further increases the complexity of traffic organization. Due to the differences in ship type, load, draft depth, etc. between river vessels and sea vessels, as well as the impact of tides on water depth, the traffic organization in the river-sea transport connection area becomes complex and difficult to manage.

[0003] The ship entry and exit scheduling plan in the existing technology is less rational and the navigation efficiency of ships is low. Summary of the invention

[0004] The object of the present invention is to provide a method and system for determining a port entry and exit scheduling plan for river-sea combined transport ships, which are used to improve the rationality of the port entry and exit scheduling plan and improve the navigation efficiency of ships.

[0005] In order to achieve the above object, the present invention provides the following technical solutions:

[0006] In a first aspect, the present invention provides a method for determining a scheduling plan for a river-sea combined transport ship entering and leaving a port. The method for determining a scheduling plan for a river-sea combined transport ship entering and leaving a port comprises:

[0007] Obtain basic information of river and sea vessels, including at least the order of reporting to ports and shared waterway information of vessels;

[0008] Based on the basic information, determine the first ship's port entry and exit scheduling plan; ships include river ships and sea ships;

[0009] The first ship port entry and exit scheduling plan is simulated and optimized at least once to determine a second ship port entry and exit scheduling plan; the second ship port entry and exit scheduling plan includes a ship passage sequence, a shared waterway utilization rate, and a ship waiting time; the ship passage sequence meets a preset condition; the shared waterway utilization rate meets a first preset threshold; and the ship waiting time meets a second preset threshold;

[0010] The ships entering and leaving the port are scheduled based on the second ship entering and leaving the port scheduling plan.

[0011] In the method for determining the port entry and exit scheduling plan of river-sea transport ships provided by the present invention, the first ship port entry and exit scheduling plan is simulated and optimized at least once to determine the second ship port entry and exit scheduling plan, and then the port entry and exit ships are scheduled based on the second ship port entry and exit scheduling plan. Compared with the prior art that simply schedules the port entry and exit ships based on the port reporting sequence information of the ship, the present invention is optimized on this basis, improves the rationality of the ship port entry and exit scheduling plan, and improves the navigation efficiency of the ship. Further, the second ship port entry and exit scheduling plan includes the ship passage sequence, the shared waterway utilization rate and the ship waiting time. The ship passage sequence meets the preset conditions, the shared waterway utilization rate meets the first preset threshold, and the ship waiting time meets the second preset threshold. It can be seen that the second ship port entry and exit scheduling plan considers more and more comprehensive factors. At this time, not only the navigation efficiency of the ship is further improved, but also the transportation efficiency and economic benefits are improved; at the same time, the navigation safety risk of the ship is reduced, and the safety of the ship, the cargo on the ship and the staff is ensured.

[0012] In one implementation, performing at least one simulation optimization on the first ship entry and exit scheduling plan to determine the second ship entry and exit scheduling plan includes:

[0013] Based on the first priority coefficient of the river ship, the second priority coefficient of the sea ship and the order of reporting to the port of the ship, the first ship entry and exit scheduling plan is simulated and optimized to determine the second ship entry and exit scheduling plan;

[0014] and / or, using queuing theory and linear programming to determine the maximum shared waterway utilization rate, and with the maximum shared waterway utilization rate as the objective, performing simulation optimization on the first ship entry and exit scheduling plan to determine the second ship entry and exit scheduling plan;

[0015] And / or, a heuristic search optimization model is used to determine the minimum ship waiting time, and the first ship port entry and exit scheduling plan is simulated and optimized with the minimum ship waiting time as the goal to determine the second ship port entry and exit scheduling plan.

[0016] In one implementation, based on the first priority coefficient of the river ship, the second priority coefficient of the sea ship and the order of reporting to the port of the ship, the first ship port entry and exit scheduling plan is simulated and optimized, and determining the second ship port entry and exit scheduling plan includes:

[0017] When the first priority coefficient and the second priority coefficient are different, the vessel with the higher priority coefficient shall have priority;

[0018] When the first priority coefficient and the second priority coefficient are the same, the ship with an earlier reporting order will have priority.

[0019] In one implementation, the method for determining a port entry and exit scheduling plan for river-sea transport ships further includes:

[0020] When the river vessel and the sea vessel conflict for the first time when entering or leaving the port, the sea vessel shall have priority, and the entry or exit time of the river vessel that has given way shall be postponed until the sea vessel has passed.

[0021] In one implementation, queuing theory and linear programming are used to determine the maximum shared waterway utilization rate, and the first ship port entry and exit scheduling plan is simulated and optimized with the maximum shared waterway utilization rate as the goal, and determining the second ship port entry and exit scheduling plan includes:

[0022] Determining ships that can safely pass based on the draft information of the ship and the designed water depth information of the channel;

[0023] Determining the type of queuing system based on the arrival rate of the ships that can safely pass and the traffic capacity of the shared waterway;

[0024] To maximize the utilization rate of the shared waterway, determine the objective function;

[0025] Setting decision variables; taking each time step as a decision point, the decision variable is the ship passing within the time step;

[0026] Set constraints; the constraints include: the passage time of the ship is within the estimated entry and exit time window of the ship; the draft of the ship plus the safety gap is less than or equal to the tidal depth of the shared channel; the shared channel can only be occupied by one ship in the same time step; tidal ships have priority;

[0027] Constructing a linear programming model based on the type of the queuing system, the objective function, the decision variables and the constraints;

[0028] Solving the linear programming model using a linear programming solver to obtain a solved ship entry and exit scheduling plan;

[0029] Optimizing the solved ship entry and exit scheduling plan to determine the maximum shared waterway utilization rate;

[0030] With the maximum shared waterway utilization rate as the goal, the first ship entry and exit scheduling plan is simulated and optimized to determine the second ship entry and exit scheduling plan.

[0031] In one implementation, a heuristic search optimization model is used to determine the minimum ship waiting time, and the first ship port entry and exit scheduling plan is simulated and optimized with the minimum ship waiting time as the goal, and determining the second ship port entry and exit scheduling plan includes:

[0032] Setting a heuristic function; the heuristic function is the sum of the waiting time of all the sea vessels; or the heuristic function is the average value of the waiting time of all the sea vessels;

[0033] Setting a search space; the search space is a combination of the passage order and time of all ships;

[0034] Setting a search strategy; the search strategy is a simulated annealing heuristic search strategy;

[0035] Updating the scheduling plan based on the heuristic function, the search strategy and the search space until a search stop condition is reached; the search stop condition is reaching a maximum number of iterations, and / or the search stop condition is convergence of the heuristic function value;

[0036] During the search process, record each updated scheduling plan and the heuristic function value corresponding to the updated scheduling plan;

[0037] When the search stops, output the schedule with the minimum heuristic function value;

[0038] Determining a minimum ship waiting time based on the scheduling plan with the minimum heuristic function value;

[0039] Taking the minimum ship waiting time as the goal, the first ship port entry and exit scheduling plan is simulated and optimized to determine the second ship port entry and exit scheduling plan.

[0040] In one implementation, the method for determining a scheduling plan for river-sea combined transport ships entering and leaving a port further includes: constructing a simulation model;

[0041] After performing at least one simulation optimization on the first ship port entry and exit scheduling plan to determine the second ship port entry and exit scheduling plan, the method for determining the river-sea combined transport ship port entry and exit scheduling plan further includes:

[0042] The simulation model is used to simulate the second ship entry and exit scheduling plan to determine the safety of the navigable water depth of the channel and the feasibility of navigating the conflicting channel when the second ship entry and exit scheduling plan is adopted.

[0043] In one implementation, simulating the second ship port entry and exit scheduling plan using the simulation model to determine the safety of the navigation depth of the channel and the feasibility of passing the conflicting channel when the second ship port entry and exit scheduling plan is used includes:

[0044] Based on the second ship entry and exit scheduling plan, setting simulation parameters in the simulation model;

[0045] Based on the maximum load of the ship, the reported cargo capacity and the tidal conditions, the simulation model is used to simulate the second ship entry and exit scheduling plan to determine the safety of the navigable water depth of the waterway when the second ship entry and exit scheduling plan is used;

[0046] Based on the ship model, ship width and navigation speed, the simulation model is used to simulate the second ship entry and exit scheduling plan to determine the feasibility of passing through the conflicting channel when using the second ship entry and exit scheduling plan.

[0047] In a second aspect, the present invention further provides a terminal device, which includes a processor and a communication interface, the communication interface and the processor are coupled, and the processor is used to run a computer program or instruction to implement the method for determining the port entry and exit scheduling plan of river-sea transport ships as described in the first aspect.

[0048] In a third aspect, the present invention also provides a system for determining a scheduling plan for river-sea combined transport ships entering and leaving a port. The system comprises: a data acquisition module, a scheduling plan generation module, a scheduling plan simulation optimization module and a scheduling plan execution module.

[0049] The data collection module is used to obtain the basic information of river and sea vessels; the basic information at least includes the port reporting sequence information and shared waterway information of the ships;

[0050] A scheduling plan generation module is used to determine the first ship's port entry and exit scheduling plan based on basic information; the ship includes a river ship and a sea ship;

[0051] The scheduling plan simulation optimization module is used to perform at least one simulation optimization on the first ship entry and exit scheduling plan to determine the second ship entry and exit scheduling plan; the second ship entry and exit scheduling plan includes the ship passage sequence, the shared waterway utilization rate and the ship waiting time; the ship passage sequence meets the preset conditions; the shared waterway utilization rate meets the first preset threshold; the ship waiting time meets the second preset threshold;

[0052] The scheduling plan execution module is used to schedule the ships entering and leaving the port based on the second ship entry and exit scheduling plan.

[0053] The beneficial effects of the second and third aspects of the present invention and their various implementations can refer to the beneficial effects of the first aspect and its various implementations, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0055] Figure 1 Flow chart of a method for determining a port entry and exit scheduling plan for river-sea transport ships in an embodiment of the present invention;

[0056] Figure 2 It is a structural block diagram of a system for determining a port entry and exit scheduling plan for river-sea transport ships in an embodiment of the present invention;

[0057] Figure 3 A schematic diagram of the hardware structure of a terminal device provided in an embodiment of the present invention.

[0058] Reference numerals:

[0059] 11-data acquisition module, 12-data processing module, 13-simulation model construction module, 14-scheduling plan generation module, 15-scheduling plan simulation optimization module, 16-output display module, 17-scheduling plan execution module; 21-first processor, 22-communication interface, 23-communication line, 24-first memory, 25-second processor. DETAILED DESCRIPTION

[0060] In order to clearly describe the technical solutions of the embodiments of the present invention, in the embodiments of the present invention, words such as "first" and "second" are used to distinguish the same items or similar items with basically the same functions and effects. For example, the first threshold and the second threshold are only used to distinguish different thresholds, and their order is not limited. Those skilled in the art can understand that words such as "first" and "second" do not limit the quantity and execution order, and words such as "first" and "second" do not necessarily limit them to be different.

[0061] It should be noted that, in the present invention, 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 present invention 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 present invention, "at least one" means one or more, and "plurality" means two or more. "And / or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone, where A and B can be singular or plural. The character " / " generally indicates that the associated objects before and after are in an "or" relationship. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, at least one of a, b or c can mean: a, b, c, the combination of a and b, the combination of a and c, the combination of b and c, or the combination of a, b and c, where a, b, c can be single or multiple.

[0063] In the river-sea transport connection area, river vessels and sea vessels share waterways and berths, resulting in fierce competition for resources. At the same time, the need for sea vessels to travel with the tide further increases the complexity of traffic organization. Due to the differences in ship type, load, draft depth, etc. between river vessels and sea vessels, as well as the impact of tides on water depth, the traffic organization in the river-sea transport connection area becomes complex and difficult to manage.

[0064] Most existing research methods are based on experience or simple mathematical models, which are difficult to fully and accurately reflect the actual traffic conditions, resulting in unscientific and poor rationality of ship entry and exit scheduling plans, low ship navigation efficiency, low channel utilization, and high navigation safety risks.

[0065] Specifically, on the one hand, existing research lacks a systematic simulation method, fails to comprehensively consider the differences between river ships and sea ships and the impact of tides on waterway depths, and does not conduct a comprehensive and accurate simulation and analysis of the traffic organization in the river-sea transport connection area. On the other hand, due to the lack of scientific simulation methods and tools, the existing ship entry and exit scheduling plans are often based on experience or simple rules, which makes it difficult to ensure the rationality and optimality of the scheduling plans. On the third hand, due to unreasonable scheduling plans, the waterway utilization rate is low and the waiting time for ships is long, which affects the transportation efficiency and economic benefits of river-sea transport. On the fourth hand, unscientific scheduling plans increase the risk of navigation safety and pose a threat to the safety of ships and waterways.

[0066] In order to solve the above technical problems, in the first aspect, the present invention provides a method for determining a scheduling plan for entering and leaving a port for river-sea transport ships. Figure 1 The method for determining the scheduling plan for river-sea transport ships entering and leaving the port includes:

[0067] Step 101: Obtain basic information of river vessels and sea vessels; the basic information at least includes the port reporting sequence information and shared waterway information of the vessels;

[0068] Exemplarily, the above-mentioned ship's port reporting sequence information includes at least the ship's intended port entry and exit time information. Further, the ship's port reporting sequence information may also include the ship's port entry and exit speed information, ship type information, ship's total deadweight tonnage information, port entry and exit cargo capacity information and draft information.

[0069] Based on the planned paths of river ships and sea-going ships entering and leaving the docking area (port) in the river-sea transport organization, the competitive shared waterways of river ships and sea-going ships in the river-sea transport docking area are identified and marked to obtain shared waterway information. Furthermore, the one-way navigation attribute or two-way navigation attribute of the shared waterway is clarified. It should be noted that since the ship type of river ships is generally smaller than that of sea-going ships, when the shared waterway is a two-way navigation channel for river ships, it may be a one-way navigation channel for sea-going ships. Based on this, it is necessary to clarify the one-way navigation attribute or two-way navigation attribute of the shared waterway, so as to facilitate the later planning of the port entry and exit scheduling plan for river ships and sea-going ships, and provide a basis for subsequent simulation analysis.

[0070] As a possible implementation, the basic information may also include: the minimum water depth required for navigation of river vessels of different tonnages (i.e., the maximum load draft of river vessels), and the minimum water depth required for navigation of sea vessels of different tonnages (i.e., the maximum load draft of sea vessels). For example, the minimum water depth required for navigation of river vessels below 5,000 tons is obtained, and the minimum water depth required for navigation of sea vessels between 5,000 tons and 200,000 tons is obtained.

[0071] Step 102: Based on the basic information, determine the first ship's port entry and exit scheduling plan; the ship includes a river ship and a sea ship;

[0072] Exemplarily, based on the shared waterway information and the planned port entry and exit time information of the ship in the port reporting sequence information, the first ship port entry and exit scheduling plan is determined. For example, according to the planned port entry time, the first ship port entry and exit scheduling plan is determined, such as the ship with the earlier planned port entry time has priority to leave the port. Alternatively, according to the planned port departure time, the first ship port entry and exit scheduling plan is determined, such as the ship with the earlier planned port departure time has priority to leave the port.

[0073] Step 103: Perform at least one simulation optimization on the first ship entry and exit scheduling plan to determine a second ship entry and exit scheduling plan; the second ship entry and exit scheduling plan includes a ship passage sequence, a shared waterway utilization rate, and a ship waiting time; the ship passage sequence meets a preset condition; the shared waterway utilization rate meets a first preset threshold; and the ship waiting time meets a second preset threshold;

[0074] Step 104: Scheduling the ships entering and leaving the port based on the second ship entry and exit scheduling plan.

[0075] For example, the inbound and outbound ships can be directly dispatched based on the second ship inbound and outbound dispatching plan. Alternatively, the second ship inbound and outbound dispatching plan can be appropriately adjusted in combination with the user's opinions, and the inbound and outbound ships can be dispatched according to the adjusted second ship inbound and outbound dispatching plan.

[0076] In the method for determining the port entry and exit scheduling plan of river-sea transport ships provided by the embodiment of the present invention, the first ship port entry and exit scheduling plan is simulated and optimized at least once to determine the second ship port entry and exit scheduling plan, and then the port entry and exit ships are scheduled based on the second ship port entry and exit scheduling plan. Compared with the prior art that simply schedules the port entry and exit ships based on the port reporting sequence information of the ship, the present invention is optimized on this basis, improves the rationality of the ship port entry and exit scheduling plan, and improves the navigation efficiency of the ship. Further, the second ship port entry and exit scheduling plan includes the ship passage sequence, the shared waterway utilization rate and the ship waiting time. The ship passage sequence meets the preset conditions, the shared waterway utilization rate meets the first preset threshold, and the ship waiting time meets the second preset threshold. It can be seen that the second ship port entry and exit scheduling plan considers more and more comprehensive factors. At this time, not only the navigation efficiency of the ship is further improved, but also the transportation efficiency and economic benefits are improved; at the same time, the navigation safety risk of the ship is reduced, and the safety of the ship, the cargo on the ship and the staff is ensured.

[0077] In a possible implementation, step 103: performing at least one simulation optimization on the first ship entry and exit scheduling plan to determine the second ship entry and exit scheduling plan includes:

[0078] Based on the first priority coefficient of river ships, the second priority coefficient of seagoing ships and the order of reporting to the port, the scheduling plan for the first ship entering and leaving the port is simulated and optimized to determine the scheduling plan for the second ship entering and leaving the port;

[0079] and / or, using queuing theory and linear programming to determine the maximum shared waterway utilization rate, and with the maximum shared waterway utilization rate as the goal, performing simulation optimization on the first ship entry and exit scheduling plan to determine the second ship entry and exit scheduling plan;

[0080] And / or, a heuristic search optimization model is used to determine the minimum ship waiting time, and the first ship port entry and exit scheduling plan is simulated and optimized with the minimum ship waiting time as the goal to determine the second ship port entry and exit scheduling plan.

[0081] In the embodiment of the present invention, the first ship entry and exit scheduling plan is simulated and optimized from three dimensions: ship passage order, shared waterway utilization rate and ship waiting time. This not only improves the rationality of the ship entry and exit scheduling plan and the navigation efficiency of the ship, but also improves the transportation efficiency and economic benefits.

[0082] As a possible implementation, based on the first priority coefficient of river ships, the second priority coefficient of seagoing ships and the order of reporting to the port of ships, the first ship's port entry and exit scheduling plan is simulated and optimized, and the second ship's port entry and exit scheduling plan is determined to include:

[0083] When the first priority coefficient and the second priority coefficient are different, the vessel with the higher priority coefficient shall have priority;

[0084] When the first priority coefficient and the second priority coefficient are the same, the ship with the earlier reporting order will have priority.

[0085] The following description takes two possible situations as examples. It should be noted that the following description is only for understanding and is not intended to be a specific limitation.

[0086] Example 1: Set the first priority coefficient for all river vessels to 1. Set the second priority coefficient according to the total deadweight tonnage of seagoing vessels, where the second priority coefficient for seagoing vessels with a total deadweight tonnage of less than 30,000 tons is 1.2, the second priority coefficient for seagoing vessels with a total deadweight tonnage of greater than or equal to 30,000 tons and less than 100,000 tons is 1.4, and the second priority coefficient for seagoing vessels with a total deadweight tonnage of greater than or equal to 100,000 tons is 1.6.

[0087] When the first priority coefficient is 1 and the second priority coefficient is 1.2, the seagoing vessel has priority because the second priority coefficient is greater than the first priority coefficient.

[0088] Example 2: Set the first priority coefficient for all river vessels to 1.2. Set the second priority coefficient according to the total deadweight tonnage of seagoing vessels, where the second priority coefficient for seagoing vessels with a total deadweight tonnage of less than 30,000 tons is 1.2, the second priority coefficient for seagoing vessels with a total deadweight tonnage of greater than or equal to 30,000 tons and less than 100,000 tons is 1.4, and the second priority coefficient for seagoing vessels with a total deadweight tonnage of greater than or equal to 100,000 tons is 1.6.

[0089] When the first priority coefficient is 1.2 and the second priority coefficient is 1.4, the seagoing vessel has priority because the second priority coefficient is greater than the first priority coefficient.

[0090] When the first priority coefficient is 1.2 and the second priority coefficient is 1.2, since the second priority coefficient is equal to the first priority coefficient, the order of reporting to the port of river vessels and sea vessels is compared. If the river vessel reports to the port first, the river vessel has priority; if the sea vessel reports to the port first, the sea vessel has priority.

[0091] It should be noted that the values ​​of the first priority pass coefficient and the second priority pass coefficient can be set according to actual needs, and the above description is only for understanding and is not intended to be specifically limited.

[0092] As a possible implementation method, the method for determining the scheduling plan for river-sea transport ships entering and leaving the port also includes: when a river ship and an ocean-going ship conflict for the first time when entering and leaving the port, the ocean-going ship has priority, and the entry and exit time of the river ship that has given way is postponed until the ocean-going ship has passed with the tide.

[0093] In an optional manner, after the first conflict is resolved, the subsequent scheduling order of river and sea vessels entering and leaving the port can be determined based on the ship passage order, the utilization rate of the shared waterway, or the waiting time of the ship.

[0094] The following describes a method for determining a scheduling plan for river-sea transport ships entering and leaving a port by taking a possible approach as an example. It should be understood that the following description is only for understanding and is not intended to be a specific limitation.

[0095] When a conflict occurs between a river vessel and a sea vessel when entering or leaving a port for the first time, the sea vessel has priority, and the entry and exit time of the river vessel that gives way is postponed until the sea vessel that rides on the tide passes, and the first priority coefficient of the river vessel that gives way is updated (hereinafter referred to as the updated first priority coefficient for the sake of description). For example, the first priority coefficient of the river vessel that gives way is increased by 0.2, and combined with the description in Example 1 above, the first priority coefficient is changed to 1.2 at this time.

[0096] When the river vessel that is avoiding still has a conflict with the following sea vessel in the extended time period, the vessel with the higher priority coefficient will have priority in passing by comparing the updated first priority coefficient and the second priority coefficient. If the updated first priority coefficient and the second priority coefficient are the same, the vessel with the earlier reporting order will have priority in passing.

[0097] If there is still a conflict between the subsequent entry and exit of river ships and sea ships, it will be handled according to the above description: "Based on the first priority coefficient of river ships, the second priority coefficient of sea ships and the order of ships reporting to the port, the first ship's port entry and exit scheduling plan is simulated and optimized to determine the second ship's port entry and exit scheduling plan."

[0098] The adoption of the above technical solution effectively solves the problem of competition between river ships and seagoing vessels in the shared waterway during tide in the river-sea transport connection area, improves the traffic efficiency of river ships and seagoing vessels in the shared waterway, and improves transportation efficiency and economic benefits.

[0099] As a possible implementation method, queuing theory and linear programming are used to determine the maximum shared waterway utilization rate. With the maximum shared waterway utilization rate as the goal, the first ship entry and exit scheduling plan is simulated and optimized to determine the second ship entry and exit scheduling plan including:

[0100] First, based on the ship's draft information and the channel's designed water depth information, determine the ships that can safely pass through;

[0101] Next, the type of queuing system is determined based on the arrival rate of ships that can safely pass through and the capacity of the shared waterway;

[0102] For example, the shared waterway is regarded as a service desk and the ships are regarded as customers. The type of queuing system is determined based on the arrival rate of ships that can safely pass and the traffic capacity of the shared waterway. Queuing theory software is used to simulate the waiting and passage process of ships in the shared waterway, and the data such as the waiting time, passage time and idle time of each ship in the shared waterway are recorded.

[0103] Next, the objective function is determined with the goal of maximizing the utilization of the shared waterway;

[0104] Next, set the decision variables; each time step is regarded as a decision point, and the decision variables are the ships passing within the time step;

[0105] Next, set constraints. Constraints include: the ship's passage time is within the ship's expected entry and exit time window; the ship's draft plus the safety gap is less than or equal to the tidal depth of the shared channel; the shared channel can only be occupied by one ship in the same time step; tidal ships have priority passage; for "tidal ships have priority passage", please refer to the previous description and no specific restrictions are made here.

[0106] Next, a linear programming model is constructed based on the type of queuing system, objective function, decision variables, and constraints;

[0107] Exemplarily, based on the type of queuing system, objective function, decision variables and constraints, a linear programming model is constructed using linear programming software, and the objective function and constraints are converted into a standard form of linear programming.

[0108] Next, the linear programming model is solved using a linear programming solver to obtain the solved ship entry and exit scheduling plan;

[0109] Exemplarily, if the linear programming model has no solution or the solution does not meet the requirements, the constraint conditions or the objective function are adjusted to solve the linear programming model again. As for the process of solving the linear programming model using a linear programming solver and adjusting the constraint conditions or the objective function to solve the linear programming model again, it is not described in detail here, and reference may be made to the prior art.

[0110] Next, the solved ship entry and exit scheduling plan is optimized to determine the maximum shared waterway utilization rate;

[0111] For example, the solved ship entry and exit scheduling plan is optimized by adjusting the passage order of ships, the time of entry and exit, etc., and the maximum shared waterway utilization rate is determined. The time of entry and exit can be adjusted within a certain range by the speed of the ship.

[0112] Next, with the goal of maximizing the shared waterway utilization rate, the first ship's port entry and exit scheduling plan is simulated and optimized to determine the second ship's port entry and exit scheduling plan.

[0113] As a possible implementation method, a heuristic search optimization model is used to determine the minimum ship waiting time. With the minimum ship waiting time as the goal, the first ship port entry and exit scheduling plan is simulated and optimized, and the second ship port entry and exit scheduling plan is determined to include:

[0114] It should be noted that before setting the heuristic function, data cleaning and preprocessing should be performed to ensure the accuracy and completeness of the data. For example, the ship's port reporting sequence information is collected and sorted. Combined with the previous description, it can be seen that the ship's port reporting sequence information includes: the ship's intended entry and exit time information, the ship's entry and exit speed information, the ship type information, the ship's total deadweight tonnage information, the entry and exit cargo capacity information and the draft depth information, etc. Further, the design water depth of the shared waterway, tide table data and the use rules of the shared waterway are obtained.

[0115] Next, a heuristic function is set; the heuristic function is the sum of the waiting time of all sea vessels; or, the heuristic function is the average value of the waiting time of all sea vessels;

[0116] Exemplarily, the above heuristic function is used to evaluate the quality of each scheduling plan. For each scheduling plan, the waiting time of all sea vessels is calculated, and the above waiting time is the difference between the actual passage time and the estimated start passage time.

[0117] Next, a search space is set. For example, the search space is a combination of the passage order and time of all ships;

[0118] Next, a search strategy is set. Exemplarily, the search strategy is a simulated annealing heuristic search strategy;

[0119] Exemplarily, since the search space is very large, when the simulated annealing heuristic search strategy is adopted, the search time can be reduced and the efficiency can be improved.

[0120] Next, the scheduling plan is updated based on the heuristic function, the search strategy and the search space until the search stop condition is reached; the search stop condition is that the maximum number of iterations is reached, and / or the search stop condition is that the heuristic function value converges;

[0121] Exemplarily, starting from the initial schedule, the schedule is gradually updated based on the heuristic function, the search strategy, and the search space. In each step, the heuristic function value of the current schedule is calculated, and the next possible schedule is selected according to the search strategy. The above steps are repeated until the search stop condition is reached.

[0122] Next, during the search process, each updated scheduling plan and the heuristic function value corresponding to the updated scheduling plan are recorded;

[0123] Next, when the search stops, the schedule with the minimum heuristic function value is output;

[0124] Next, the minimum ship waiting time is determined based on the scheduling plan with the minimum heuristic function value;

[0125] Next, with the goal of minimizing the waiting time of ships, the scheduling plan for the first ship entering and leaving the port is simulated and optimized to determine the scheduling plan for the second ship entering and leaving the port.

[0126] As a possible implementation, the above method for determining the port entry and exit scheduling plan for river-sea transport ships also includes: calculating the tidal depth table of the shared waterway that changes with time.

[0127] In one example, calculating a tidal depth table for a shared waterway over time includes:

[0128] First, the tide height table of the shared channel changing with time is calculated based on the tide table;

[0129] Next, obtain the design water depth of the shared waterway without considering the riding tide condition;

[0130] Finally, based on the tide height table and the designed water depth, a tide depth table of the shared waterway that changes with time is generated.

[0131] Combined with the foregoing description, the embodiment of the present invention identifies and marks the competitive shared waterways of river vessels and sea vessels in the river-sea transport connection area, and clarifies the one-way navigation attribute or two-way navigation attribute of the shared waterway. At the same time, combined with the tide table and the design water depth, a tide depth table of the shared waterway that changes over time is generated, providing accurate time windows and waterway depth information for ship scheduling. At this point, not only can the navigation efficiency of ships be improved, but also the navigation safety risks of ships can be reduced, ensuring the safety of ships, cargo on ships, and staff.

[0132] As a possible implementation, the above-mentioned method for determining the scheduling plan for entering and leaving the port of a river-sea transport ship further includes: setting constraints for the traffic organization simulation. For example, the berths, yards, anchorages, pilotage conditions, and safety conditions for passing by tide required for the traffic organization simulation are set.

[0133] In an optional manner, the specific steps of setting the constraint conditions for traffic organization simulation include:

[0134] First, it is assumed that the berths, yards, anchorages and pilotage conditions are sufficient for ships entering and leaving the port; next, the safety clearance for the safe passage of ships is set to 1.5 meters.

[0135] When the sum of the maximum load draft of a river vessel and the safety clearance is less than the design water depth of the shared waterway, the river vessel can pass safely without riding the tide.

[0136] The tidal depth of a sea-going vessel is equal to the sum of the design water depth of the shared waterway and the tidal height during the passage of the sea-going vessel; when the sum of the maximum load draft of the sea-going vessel and the safety clearance is less than the tidal depth of the sea-going vessel, the sea-going vessel can pass safely. It should be noted that the data of "the tidal depth of the sea-going vessel" here comes from the "table of tidal depth of the shared waterway changing with time" described above.

[0137] As a possible implementation, the above-mentioned method for determining the port entry and exit scheduling plan for river-sea transport ships also includes: constructing a simulation model. Exemplarily, the above-mentioned simulation model includes key elements such as basic terrain, waterways, anchorages, berths, bridges, locks, and water service areas. The above-mentioned "constructing a simulation model" can be performed before "obtaining basic information of river ships and sea ships", or it can be performed after step 101, before 102, or after step 102. In one example, the above-mentioned simulation model can be used to perform at least one simulation optimization on the first ship entry and exit scheduling plan in step 103 to determine the second ship entry and exit scheduling plan.

[0138] As a possible implementation method, after the first ship port entry and exit scheduling plan is simulated and optimized at least once and the second ship port entry and exit scheduling plan is determined, the method for determining the river-sea transport ship port entry and exit scheduling plan also includes: simulating the second ship port entry and exit scheduling plan using a simulation model to determine the safety of the navigable water depth of the channel and the feasibility of passing through the conflicting channel when the second ship port entry and exit scheduling plan is used.

[0139] In one example, the simulation model is used to simulate the second ship entry and exit scheduling plan, and determining the safety of the navigation depth of the channel and the feasibility of passing the conflicting channel when the second ship entry and exit scheduling plan is used includes:

[0140] Firstly, based on the second ship's port entry and exit scheduling plan, the simulation parameters in the simulation model are set;

[0141] Exemplarily, the above simulation parameters include simulation duration, simulation speed, simulation step length, etc. It should be noted that the above simulation parameters are only for understanding and are not used for specific limitation. Before the actual simulation, the tide table data is converted into a format matching the simulation time step length to facilitate subsequent calculations.

[0142] Next, based on the maximum load weight of the ship, the reported cargo capacity and tidal conditions, a simulation model is used to simulate the second ship's port entry and exit scheduling plan to determine the safety of the navigable water depth of the waterway when the second ship's port entry and exit scheduling plan is adopted; illustratively, the above-mentioned "reported cargo capacity" can come from the "port entry and exit cargo capacity information" in the ship's port reporting sequence information.

[0143] Next, based on the ship model, ship width and navigation speed, the simulation model is used to simulate the second ship's port entry and exit scheduling plan to determine the feasibility of passing through the conflicting channel when adopting the second ship's port entry and exit scheduling plan.

[0144] It should be noted that if the safety of the navigable water depth of the channel and / or the feasibility of the conflicting channel are not met, the ship that does not pass will be treated specially. For example, the ship that does not pass will be postponed or treated separately. The specific treatment method will not be described in detail here.

[0145] In one example, when the safety of the navigable water depth of the channel and / or the feasibility of the conflicting channel are met, multiple simulation results are output. Based on the output multiple simulation results, indicators such as the shared channel utilization rate and the ship waiting time when the second ship entry and exit scheduling plan is adopted are calculated.

[0146] The shared channel utilization rate and ship waiting time calculated based on the simulation results can be used to evaluate the "shared channel utilization rate" and "ship waiting time" obtained in the above step 103 to determine the shared channel utilization rate that meets the first preset threshold and the ship waiting time that meets the second preset threshold.

[0147] In summary, in the embodiment of the present invention, by using a simulation model to simulate the second ship's port entry and exit scheduling plan, the differences between river ships and sea ships, the impact of tides on the water depth of the waterway, and the constraints of various traffic organization simulations are comprehensively considered, which provides strong support for the formulation of scientific and reasonable ship entry and exit scheduling plans, thereby achieving a comprehensive and accurate simulation and analysis of the traffic organization in the river-sea transport connection area. Compared with the ship entry and exit scheduling plan formulated based on experience or simple rules in the prior art, the ship entry and exit scheduling plan determined in the embodiment of the present invention is not only more scientific and reasonable, but also improves the utilization rate of the waterway, shortens the waiting time of ships, and improves the transportation efficiency and economic benefits of river-sea transport. In addition, the scientific scheduling plan reduces the risk of navigation safety and ensures the safety of ships and waterways.

[0148] In a second aspect, an embodiment of the present invention further provides a system for determining a scheduling plan for entering and leaving a port for river-sea transport ships. Figure 2 The system for determining the port entry and exit scheduling plan of river-sea transport ships includes: a data acquisition module 11, a scheduling plan generation module 14, a scheduling plan simulation optimization module 15 and a scheduling plan execution module 17.

[0149] The data collection module is used to obtain the basic information of river and sea vessels; the basic information at least includes the port reporting sequence information and shared waterway information of the ships;

[0150] A scheduling plan generation module is used to determine the first ship's port entry and exit scheduling plan based on basic information; the ship includes a river ship and a sea ship;

[0151] The scheduling plan simulation optimization module is used to perform at least one simulation optimization on the first ship entry and exit scheduling plan to determine the second ship entry and exit scheduling plan; the second ship entry and exit scheduling plan includes the ship passage sequence, the shared waterway utilization rate and the ship waiting time; the ship passage sequence meets the preset conditions; the shared waterway utilization rate meets the first preset threshold; the ship waiting time meets the second preset threshold;

[0152] The scheduling plan execution module is used to schedule the ships entering and leaving the port based on the second ship entry and exit scheduling plan.

[0153] The beneficial effects of the system for determining a port-entry and port-departure scheduling plan for river-sea transport ships in the embodiments of the present invention can be referred to the beneficial effects of the method for determining a port-entry and port-departure scheduling plan for river-sea transport ships, which will not be described in detail here.

[0154] As a possible implementation, see Figure 2 The above-mentioned river-sea transport ship entry and exit scheduling plan determination system may also include:

[0155] The data processing module 12 is used to analyze and process the data collected by the data acquisition module 11 to obtain a tidal water depth table and the like.

[0156] The simulation model building module 13 is used to build the simulation model and formulate basic rules.

[0157] The output display module 16 is used to display the first ship entry and exit scheduling plan and the second ship entry and exit scheduling plan, and provide a visual interface and interactive functions.

[0158] In an optional manner, the data processing module 12 and the simulation model construction module 13 can both obtain data from the data acquisition module 11, and the data processing module 12 and the simulation model construction module 13 interact with each other in data and information. The scheduling plan generation module 14 determines the first ship entry and exit scheduling plan based on the information analyzed and processed by the data processing module 12 and the basic information obtained from the data acquisition module 11. The scheduling plan simulation optimization module 15 interacts with the scheduling plan generation module 14, and the scheduling plan simulation optimization module 15 can use the simulation model construction module 13 to perform at least one simulation optimization on the first ship entry and exit scheduling plan to determine the second ship entry and exit scheduling plan. The first ship entry and exit scheduling plan generated by the scheduling plan generation module 14 and the second ship entry and exit scheduling plan generated by the scheduling plan simulation optimization module 15 can be displayed by the output display module 16, so that the user can choose according to actual needs. The scheduling plan execution module 17 can be used to schedule the entry and exit ships based on the second ship entry and exit scheduling plan displayed by the output display module 16.

[0159] In a third aspect, an embodiment of the present invention further provides a terminal device, which includes a processor and a communication interface, the communication interface and the processor are coupled, and the processor is used to run a computer program or instruction to implement the method for determining the port entry and exit scheduling plan of the river-sea transport ship as described in the first aspect.

[0160] The beneficial effects of the terminal device provided by the embodiment of the present invention are the same as the beneficial effects of the method for determining the port entry and exit scheduling plan for river-sea transport ships in the above-mentioned technical solution, and will not be repeated here.

[0161] See also Figure 3 The terminal device provided in the embodiment of the present invention includes a first processor 21 and a communication interface 22. The communication interface 22 is coupled to the first processor 21.

[0162] See also Figure 3 The first processor 21 may be a general-purpose central processing unit (CPU), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits for controlling the execution of the program of the present invention. The communication interface 22 may be one or more. The communication interface 22 may use any transceiver or other device for communicating with other devices or communication networks.

[0163] See also Figure 3 The terminal device may further include a communication line 23. The communication line 23 may include a path for transmitting information between the components.

[0164] Optional, see Figure 3 The terminal device may further include a first memory 24. The first memory 24 is used to store computer instructions for executing the solution of the present invention, and is controlled to execute by the first processor 21. The first processor 21 is used to execute the computer instructions stored in the first memory 24, thereby implementing the method for determining connectivity between computer rooms provided in an embodiment of the present invention.

[0165] See also Figure 3 The first memory 24 may be a read-only memory (ROM) or other types of static storage devices that can store static information and instructions, a random access memory (RAM) or other types of dynamic storage devices that can store information and instructions, or an electrically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other optical disc storage, optical disc storage (including compressed optical disc, laser disc, optical disc, digital versatile disc, Blu-ray disc, etc.), a magnetic disk storage medium or other magnetic storage device, or any other medium that can be used to carry or store the desired program code in the form of instructions or data structures and can be accessed by a computer, but is not limited thereto. The first memory 24 may exist independently and be connected to the first processor 21 via the communication line 23. The first memory 24 may also be integrated with the first processor 21.

[0166] Optionally, the computer instructions in the embodiment of the present invention may also be referred to as application code, which is not specifically limited in the embodiment of the present invention. Figure 3 The first processor 21 may include one or more CPUs, see Figure 3 CPU0 and CPU1 in.

[0167] In a specific implementation, as an example, see Figure 3 The terminal device may include multiple first processors 21, see Figure 3 The first processor 21 and the second processor 25 in the embodiment of the present invention are shown in FIG. Each of these processors can be a single-core processor or a multi-core processor.

[0168] The method disclosed in the above embodiment of the present invention can be applied to a processor or implemented by a processor. The processor may be an integrated circuit chip with signal processing capabilities. In the implementation process, each step of the above method can be completed by an integrated logic circuit of hardware in the processor or an instruction in the form of software. The above processor may be a general-purpose processor, a digital signal processor (digital signal processing, DSP), an ASIC, a field-programmable gate array (field-programmable gate array, FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components. The methods, steps and logic block diagrams disclosed in the embodiments of the present invention can be implemented or executed. The general-purpose processor may be a microprocessor or the processor may also be any conventional processor, etc. The steps of the method disclosed in the embodiment of the present invention can be directly embodied as being executed by a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software module may be located in a mature storage medium in the field such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory or an electrically erasable programmable memory, a register, etc. The storage medium is located in the memory, and the processor reads the information in the memory and completes the steps of the above method in combination with its hardware.

[0169] The embodiment of the present invention further provides a computer-readable storage medium. The computer-readable storage medium stores instructions, and when the instructions are executed, the functions executed by the terminal device in the above embodiment are realized.

[0170] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware or any combination thereof. When implemented by software, it can be implemented in whole or in part in the form of a computer program product. The above computer program product includes one or more computer programs or instructions. When the above computer program or instruction is loaded and executed on a computer, the process or function described in the embodiment of the present invention is executed in whole or in part. The above computer can be a general-purpose computer, a special-purpose computer, a computer network, a terminal, a user device or other programmable device. The above computer program or instruction can be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the above computer program or instruction can be transmitted from one website site, computer, server or data center to another website site, computer, server or data center by wired or wireless means. The above computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device such as a server, data center, etc. that integrates one or more available media. The above available medium can be a magnetic medium, such as a floppy disk, a hard disk, or a tape; it can also be an optical medium, such as a digital video disc (DVD); it can also be a semiconductor medium, such as a solid state drive (SSD).

[0171] Although the present invention is described herein in conjunction with various embodiments, in the process of implementing the claimed invention, those skilled in the art may understand and implement other variations of the disclosed embodiments by viewing the drawings, the disclosure, and the appended claims. In the claims, the word "comprising" does not exclude other components or steps, and "one" or "an" does not exclude multiple situations. A single processor or other unit may implement several functions listed in the claims. Certain measures are recorded in different dependent claims, but this does not mean that these measures cannot be combined to produce good results.

[0172] Although the present invention has been described in conjunction with specific features and embodiments thereof, it is apparent that various modifications and combinations may be made thereto without departing from the spirit and scope of the present invention. Accordingly, this specification and the accompanying drawings are merely exemplary illustrations of the present invention as defined by the appended claims and are deemed to cover any and all modifications, variations, combinations or equivalents within the scope of the present invention. Obviously, those skilled in the art may make various modifications and variations to the present invention without departing from the spirit and scope of the present invention. Thus, the present invention is intended to include such modifications and variations if they fall within the scope of the claims of the present invention and their equivalents.

Claims

1. A method for determining a port entry and exit scheduling plan for river-sea transport ships, characterized in that: include: Obtaining basic information of river vessels and sea vessels; the basic information at least includes the reporting sequence information of the vessels and the shared waterway information; Based on the basic information, determining a first ship entry and exit scheduling plan; the ship includes the river ship and the sea ship; Perform at least one simulation optimization on the first ship entry and exit scheduling plan to determine a second ship entry and exit scheduling plan; the second ship entry and exit scheduling plan includes a ship passage sequence, a shared waterway utilization rate, and a ship waiting time; The ship passage order meets the preset conditions; the shared waterway utilization rate meets the first preset threshold; the ship waiting time meets the second preset threshold; The ships entering and leaving the port are scheduled based on the second ship entering and leaving the port scheduling plan.

2. The method for determining the port entry and exit scheduling plan for river-sea transport ships according to claim 1 is characterized in that: The performing at least one simulation optimization on the first ship entry and exit scheduling plan to determine the second ship entry and exit scheduling plan comprises: Based on the first priority coefficient of the river ship, the second priority coefficient of the sea ship and the order of reporting to the port of the ship, the first ship entry and exit scheduling plan is simulated and optimized to determine the second ship entry and exit scheduling plan; and / or, using queuing theory and linear programming to determine the maximum shared waterway utilization rate, and with the maximum shared waterway utilization rate as the objective, performing simulation optimization on the first ship entry and exit scheduling plan to determine the second ship entry and exit scheduling plan; And / or, a heuristic search optimization model is used to determine the minimum ship waiting time, and the first ship port entry and exit scheduling plan is simulated and optimized with the minimum ship waiting time as the goal to determine the second ship port entry and exit scheduling plan.

3. The method for determining the port entry and exit scheduling plan for river-sea transport ships according to claim 2 is characterized in that: Based on the first priority coefficient of the river ship, the second priority coefficient of the sea ship and the order of reporting to the port of the ship, the first ship entry and exit scheduling plan is simulated and optimized to determine the second ship entry and exit scheduling plan including: When the first priority coefficient and the second priority coefficient are different, the vessel with the higher priority coefficient shall have priority; When the first priority coefficient and the second priority coefficient are the same, the ship with an earlier reporting order will have priority.

4. The method for determining the port entry and exit scheduling plan for river-sea transport ships according to claim 1 is characterized in that: The method for determining the port entry and exit scheduling plan of river-sea transport ships also includes: When the river vessel and the sea vessel conflict for the first time when entering or leaving the port, the sea vessel shall have priority, and the entry or exit time of the river vessel that has given way shall be postponed until the sea vessel has passed.

5. The method for determining the port entry and exit scheduling plan for river-sea transport ships according to claim 2 is characterized in that: The maximum shared waterway utilization rate is determined by using queuing theory and linear programming. The first ship entry and exit scheduling plan is simulated and optimized based on the maximum shared waterway utilization rate. The second ship entry and exit scheduling plan is determined to include: Determining ships that can safely pass based on the draft information of the ship and the designed water depth information of the channel; Determining the type of queuing system based on the arrival rate of the ships that can safely pass and the traffic capacity of the shared waterway; To maximize the utilization rate of the shared waterway, determine the objective function; Setting decision variables; taking each time step as a decision point, the decision variable is the ship passing within the time step; Set constraints; the constraints include: the passage time of the ship is within the estimated entry and exit time window of the ship; the draft of the ship plus the safety gap is less than or equal to the tidal depth of the shared channel; the shared channel can only be occupied by one ship in the same time step; tidal ships have priority; Constructing a linear programming model based on the type of the queuing system, the objective function, the decision variables and the constraints; Solving the linear programming model using a linear programming solver to obtain a solved ship entry and exit scheduling plan; Optimizing the solved ship entry and exit scheduling plan to determine the maximum shared waterway utilization rate; With the maximum shared waterway utilization rate as the goal, the first ship entry and exit scheduling plan is simulated and optimized to determine the second ship entry and exit scheduling plan.

6. The method for determining the port entry and exit scheduling plan for river-sea transport ships according to claim 2 is characterized in that: The minimum ship waiting time is determined by using a heuristic search optimization model. The first ship port entry and exit scheduling plan is simulated and optimized with the minimum ship waiting time as the goal. The second ship port entry and exit scheduling plan is determined to include: Setting a heuristic function; the heuristic function is the sum of the waiting time of all the sea vessels; or the heuristic function is the average value of the waiting time of all the sea vessels; Setting a search space; the search space is a combination of the passage order and time of all ships; Setting a search strategy; the search strategy is a simulated annealing heuristic search strategy; Updating the scheduling plan based on the heuristic function, the search strategy and the search space until a search stop condition is reached; the search stop condition is reaching a maximum number of iterations, and / or the search stop condition is convergence of the heuristic function value; During the search process, record each updated scheduling plan and the heuristic function value corresponding to the updated scheduling plan; When the search stops, output the schedule with the minimum heuristic function value; Determining a minimum ship waiting time based on the scheduling plan with the minimum heuristic function value; Taking the minimum ship waiting time as the goal, the first ship port entry and exit scheduling plan is simulated and optimized to determine the second ship port entry and exit scheduling plan.

7. The method for determining the port entry and exit scheduling plan for river-sea transport ships according to claim 1 is characterized in that: The method for determining the scheduling plan for river-sea combined transport ships entering and leaving the port also includes: constructing a simulation model; After performing at least one simulation optimization on the first ship port entry and exit scheduling plan to determine the second ship port entry and exit scheduling plan, the method for determining the river-sea combined transport ship port entry and exit scheduling plan further includes: The simulation model is used to simulate the second ship entry and exit scheduling plan to determine the safety of the navigable water depth of the channel and the feasibility of navigating the conflicting channel when the second ship entry and exit scheduling plan is adopted.

8. The method for determining the port entry and exit scheduling plan for river-sea transport ships according to claim 7 is characterized in that: Using the simulation model to simulate the second ship entry and exit scheduling plan, determining the safety of the navigation depth of the channel and the feasibility of passing the conflicting channel when using the second ship entry and exit scheduling plan includes: Based on the second ship entry and exit scheduling plan, setting simulation parameters in the simulation model; Based on the maximum load of the ship, the reported cargo capacity and the tidal conditions, the simulation model is used to simulate the second ship entry and exit scheduling plan to determine the safety of the navigable water depth of the waterway when the second ship entry and exit scheduling plan is used; Based on the ship model, ship width and navigation speed, the simulation model is used to simulate the second ship entry and exit scheduling plan to determine the feasibility of passing through the conflicting channel when using the second ship entry and exit scheduling plan.

9. A terminal device, characterized in that: The terminal device includes: a processor and a communication interface, the communication interface is coupled to the processor, and the processor is used to run a computer program or instruction to implement the method for determining the port entry and exit scheduling plan for river-sea transport ships as described in any one of claims 1 to 8.

10. A system for determining the scheduling plan for river-sea combined transport ships entering and leaving the port, characterized in that: include: Data collection module, used to obtain basic information of river and sea vessels; The basic information at least includes the ship's port reporting sequence information and shared waterway information; A scheduling plan generating module, used to determine a scheduling plan for a first ship to enter and leave the port based on the basic information; the ship includes the river ship and the sea ship; A scheduling plan simulation optimization module is used to perform at least one simulation optimization on the first ship entry and exit scheduling plan to determine a second ship entry and exit scheduling plan; the second ship entry and exit scheduling plan includes a ship passage sequence, a shared waterway utilization rate, and a ship waiting time; The ship passage sequence meets the preset conditions; the shared waterway utilization rate meets the first preset threshold; The ship waiting time meets a second preset threshold; A scheduling plan execution module is used to schedule inbound and outbound ships based on the second ship inbound and outbound scheduling plan.

Images