Ship dispatching system and method based on shipping dynamic algorithm evaluation

Abstract

The invention discloses a ship scheduling system and method based on shipping dynamic algorithm evaluation, and relates to the technical field of shipping scheduling. Obtaining ship operation data and importing the ship operation data into a ship operation analysis strategy for ship operation analysis; acquiring weather data and importing the weather data into a weather analysis strategy for weather analysis; acquiring port data and importing the port data into a port analysis strategy for port analysis; evaluating a comprehensive shipping abnormal condition based on ship operation analysis, weather analysis and port analysis; judging whether the ship needs to be intercepted when entering the target port based on the comprehensive shipping abnormal condition; according to the method, the influence of ship operation, weather conditions and port conditions on shipping is comprehensively considered, potential shipping abnormity can be found by monitoring the ship navigation state, weather changes and port states, the ship can be dispatched in time, accidents are avoided, and the shipping safety is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of shipping scheduling, and in particular to a ship scheduling system and method based on navigation dynamics algorithm evaluation. Background Art

[0002] Ship dispatch refers to the process in the shipping industry of ensuring that ships complete their transportation tasks safely and efficiently by rationally arranging and optimizing their sailing routes, ports of call, loading and unloading operation times, etc. Ship dispatch is the core part of shipping companies' operations management, and aims to maximize the utilization efficiency of ships, reduce costs, and improve service quality and customer satisfaction. Ship dispatch systems are mostly required when conducting ship dispatch.

[0003] In the existing related technologies, the ship scheduling part is usually a solution that determines whether there is a conflict in the channel based on the entry and exit queue conditions. When performing ship scheduling, it is impossible to match and analyze the operation conditions of the ship and the ship equipment in the port, so there is a lack of solutions for the impact of shipping on the comprehensive analysis of ship operation, weather conditions and port conditions, which makes it impossible to timely discover potential abnormalities in shipping, which makes it very easy for dangerous situations to occur when mismatched ships enter the port. In order to solve the corresponding problems, the present application proposes a ship scheduling system and method based on navigation dynamics algorithm evaluation. Summary of the invention

[0004] The object of the present invention is to provide a ship dispatching system and method based on navigation dynamics algorithm evaluation. The present invention collects ship operation data, weather data and port data; obtains ship operation data and imports it into a ship operation analysis strategy to perform ship operation analysis; obtains weather data and imports it into a weather analysis strategy to perform weather analysis; obtains port data and imports it into a port analysis strategy to perform port analysis; evaluates comprehensive shipping anomalies based on ship operation analysis, weather analysis and port analysis; judges whether an interception operation is required for a ship to enter a target port based on the comprehensive shipping anomalies; the present invention comprehensively considers the impact of ship operation, weather conditions and port conditions on shipping, and by monitoring the navigation status of the ship, weather changes and port status, potential shipping anomalies can be discovered, which helps to dispatch the ship in time, avoid accidents and improve the safety of shipping.

[0005] In order to solve the above technical problems, the present invention provides the following technical solutions: The ship scheduling method based on navigation dynamics algorithm evaluation includes the following specific steps: Step 1: Collect ship operation data, weather data and port data; Step 2: Obtain ship operation data and import it into the ship operation analysis strategy to perform ship operation analysis; Step 3: Obtain weather data and import it into the weather analysis strategy for weather analysis; Step 4: Obtain port data and import it into the port analysis strategy to conduct port analysis; Step 5: Evaluate comprehensive shipping abnormalities based on ship operation analysis, weather analysis and port analysis; Step 6: Determine whether the ship needs to be intercepted when entering the target port based on the comprehensive shipping abnormal situation.

[0006] Specifically, the step 1 includes the following specific steps: Step 11: Collect ship operation data, where the ship operation data includes ship weight, ship volume, draft, cargo weight and cargo type; Step 12: collecting weather data, wherein the weather data includes visibility, rainfall and wind speed; Step 13: Collect port data, which includes the number of ships in port, the heading of ships in port, the area of ​​ships in port, the port area, the port cargo throughput, berth occupancy, loading and unloading time and tidal time.

[0007] Specifically, the step 2 includes the following specific steps: The ship weight, ship volume, draft, cargo weight and cargo type are obtained and imported into the ship operation abnormal value calculation formula to calculate the ship operation abnormal value. The ship operation abnormal value calculation formula is: ,in, is the weight of the ship, is the ship volume, is the draft depth, is the standard ship weight, is the standard ship volume, is the standard draft, The proportion of dangerous goods.

[0008] Specifically, the step three includes the following specific steps: Obtain visibility, rainfall and wind speed and import them into the weather anomaly value calculation formula to calculate the weather anomaly value. The weather anomaly value calculation formula is: ,in, is the visibility collected at time t, It is the maximum value within the safe range of visibility when the ship is sailing. is the rainfall collected at time t, It is the maximum value of rainfall within the safe range when the ship is sailing. is the wind speed collected at time t, is the maximum value of the wind speed within the safe range when the ship is sailing. is an exponential function with the real number e as base.

[0009] Specifically, the step 4 includes the following specific steps: Step 41, obtain the number of ships in the port, the heading of the ships in the port, the area of ​​the ships in the port, and the port area, and import them into the channel complexity evaluation value calculation formula to calculate the channel complexity evaluation value of the port. The channel complexity evaluation value calculation formula is: ,in, is the total number of ships in port, is the area of ​​the ith ship, is the port area, is the heading angle of the i-th ship, is the average heading angle of ships in port; Step 42: Obtain the port cargo throughput, berth occupancy, loading and unloading time and tidal time, and import them into the loading and unloading efficiency evaluation value calculation formula to calculate the loading and unloading efficiency evaluation value of the port. The loading and unloading efficiency evaluation value calculation formula is: ,in, is the port cargo throughput in the jth monitoring period, is the berth occupancy in the jth monitoring period, is the loading and unloading time of the jth monitoring period, The tide affects the time. is the set monitoring time. is the standard loading and unloading efficiency; Step 43: Obtain the waterway complexity evaluation value and the loading and unloading efficiency evaluation value and import them into the port outlier value calculation formula to calculate the port outlier value. The port outlier value calculation formula is: ,in, is the weight of the waterway complexity, is the loading and unloading efficiency weight, .

[0010] Specifically, the step five includes the following specific steps: The ship operation abnormal value, weather abnormal value and port abnormal value are obtained and imported into the comprehensive shipping abnormal value calculation formula to calculate the comprehensive shipping abnormal value. The comprehensive shipping abnormal value calculation formula is: ,in, is the abnormal weight of ship operation, is the weather anomaly weight, is the port abnormal weight, .

[0011] Specifically, the step six includes the following specific steps: Obtain comprehensive shipping anomaly values ​​and compare them with preset shipping anomaly thresholds; If the comprehensive shipping abnormality value is less than the preset shipping abnormality threshold, the shipping is judged to be normal and no operation is required; If the comprehensive shipping anomaly value is greater than or equal to the preset shipping anomaly threshold, the shipping anomaly is judged and interception operations are performed.

[0012] A ship dispatching system based on navigation dynamics algorithm evaluation, which is used to implement a ship dispatching method based on navigation dynamics algorithm evaluation, including a shipping data collection module, a shipping anomaly evaluation module, a weather data collection module, a weather anomaly evaluation module, a port data collection module, a port anomaly evaluation module, a comprehensive shipping anomaly evaluation module and a comparison operation module; Specifically, the shipping data collection module is used to collect ship weight, ship volume, draft, cargo weight and cargo type; The shipping anomaly assessment module is used to obtain the ship weight, ship volume, draft, cargo weight and cargo type and import them into the ship operation anomaly value calculation formula to calculate the ship operation anomaly value; The weather data collection module is used to collect visibility, rainfall and wind speed; The weather anomaly evaluation module is used to obtain visibility, rainfall and wind speed and import them into the weather anomaly value calculation formula to calculate the weather anomaly value; The port data collection module is used to collect the number of ships in the port, the heading of ships in the port, the area of ​​ships in the port, the port area, the port cargo throughput, the berth occupancy, the loading and unloading time and the tidal time; The port anomaly assessment module is used to obtain the number of ships in the port, the heading of ships in the port, the area of ​​ships in the port, and the port area, and import them into the channel complexity assessment value calculation formula to calculate the port's channel complexity assessment value; obtain the port's cargo throughput, berth occupancy, loading and unloading time, and tidal time, and import them into the loading and unloading efficiency assessment value calculation formula to calculate the port's loading and unloading efficiency assessment value; obtain the channel complexity assessment value and the loading and unloading efficiency assessment value and import them into the port anomaly value calculation formula to calculate the port anomaly value; The comprehensive shipping anomaly evaluation module is used to obtain ship operation anomaly values, weather anomaly values ​​and port anomaly values, and import them into the comprehensive shipping anomaly value calculation formula to calculate the comprehensive shipping anomaly value; The comparison operation module is used to obtain the comprehensive shipping anomaly value and compare it with the preset shipping anomaly threshold.

[0013] The beneficial effects of the technical solution provided by the present invention are as follows: the present invention comprehensively considers the impact of ship operation, weather conditions and port conditions on shipping, and by monitoring the navigation status of the ship, weather changes and port status, potential shipping anomalies can be discovered, which helps to dispatch the ship in time, avoid accidents, and improve the safety of shipping. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0015] Figure 1 It is a method flow chart of the ship scheduling method based on navigation dynamics algorithm evaluation of the present invention; Figure 2 This is a flow chart of step 1 in the method of ship scheduling based on navigation dynamics algorithm evaluation of the present invention; Figure 3 This is a flow chart of step 4 in the method of the ship scheduling method based on navigation dynamics algorithm evaluation of the present invention; Figure 4 It is a structural schematic diagram of the ship scheduling system based on navigation dynamics algorithm evaluation of the present invention. DETAILED DESCRIPTION

[0016] The technical solutions 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, rather than all the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention belong to the scope of protection of the present invention.

[0017] See also Figure 1 On the one hand, the present invention provides a ship scheduling method based on navigation dynamics algorithm evaluation, which includes the following specific steps: Step 1: Collect ship operation data, weather data and port data; See also Figure 2 In this embodiment, step 1 includes the following specific steps: Step 11: Collect ship operation data, including ship weight, ship volume, draft, cargo weight and cargo type; Furthermore, the impact of ship weight on ship operation is as follows: overloading may cause the ship's draft to exceed the prescribed limit, increase the risk of hitting the bottom or affect the possibility of the ship passing through certain waterways, reduce the stability of the ship, and increase the risk of sinking; the impact of draft on ship operation is as follows: if the ship's draft exceeds the allowable limit, that is, excessive draft, it may cause the bottom of the ship to contact the bottom of the water or other obstacles; if the ship's draft is too shallow, that is, insufficient draft, it may affect the ship's maneuverability and stability; The weight of the ship can be obtained through weight sensors installed in key parts such as cargo holds, oil tanks, ballast tanks, etc.; the volume of the ship can be obtained through the design drawings that provide the dimensions of each part of the ship, including length, width and height calculation or estimated through gross tonnage, which is a measurement of the volume of the ship and can be used to estimate the volume of the ship; the draft of the ship can be calculated through the draft marks on both sides of the ship or obtained by the port authorities when the ship enters and leaves the port and the draft is measured and recorded in the ship's entry / exit documents; the weight and type of cargo can be obtained through the bill of lading, bill of loading or manifest, which will list in detail the type, quantity, weight, volume and other information of the cargo; the bill of lading is a preliminary receipt issued by the ship after the cargo is loaded, which will also record the type and weight of the cargo; the manifest is a detailed cargo list submitted to the customs by the shipping company or its agent, which includes the type and weight of the cargo.

[0018] Step 12: Collect weather data, including visibility, rainfall and wind speed; Furthermore, weather data can be collected through weather forecasts. Before sailing, visit the weather bureau website or the weather bureau application to find a special forecast for marine weather, including wind speed, wind direction, wave height, visibility and precipitation; To collect weather data, you can also use a radio weather fax machine to receive weather charts and graphs. Set the frequency and receiving time of the radio weather fax machine to receive weather charts, such as satellite cloud charts, weather analysis charts and forecast charts, at a predetermined time. Weather data can also be collected using specialized marine weather applications, such as Navtex, Weather4D, iBoat, etc., which provide real-time weather data. Enter the current position of the ship or the scheduled route, and the application will provide weather information including visibility, rainfall, wind speed, etc. Weather data can also be collected through onboard meteorological instruments, using radar to detect rainfall and clouds, anemometers to measure wind speed, and visibility meters to measure visibility.

[0019] Step 13: Collect port data, which includes the number of ships at port, the heading of ships at port, the area of ​​ships at port, the port area, the port cargo throughput, berth occupancy, loading and unloading time and tidal time.

[0020] Furthermore, the number of ships in the port can be collected through the port's vessel traffic management system (VTMS) or similar monitoring system, which tracks ships in real time and records the number of ships in the port through ship arrival and departure reports; the course of ships in the port can be obtained through the ship automatic identification system (AIS) to obtain the real-time course information of the ship or monitor the course of the ship through the port radar system; the area of ​​ships in the port can be calculated based on the size information of the ship in the ship registration information; the port area can be obtained by consulting the port's planning documents and maps or using satellite images to measure the port water area; the port cargo throughput can be collected through the port cargo management system The port can collect cargo loading and unloading records of each ship on a daily, weekly or monthly basis, and integrate the throughput data of various types of cargo as needed to obtain the total cargo throughput; the berth occupancy can be collected by recording the occupancy of each berth through the port's berth management system, and the actual use status of the berth can be confirmed through on-site inspections or electronic monitoring systems; the loading and unloading time can be collected by calculating the time required for loading and unloading cargo through the port's operation records, and the overall loading and unloading efficiency can be evaluated based on the type of cargo and the efficiency of the loading and unloading machinery as needed; the tidal time can be collected by recording the tidal time through the port's tidal observation equipment, and analyzing the impact of the tide on port operations, so as to reasonably arrange loading and unloading operations.

[0021] Step 2: Obtain ship operation data and import it into the ship operation analysis strategy to perform ship operation analysis; In this embodiment, step 2 includes the following specific steps: Obtain the ship weight, ship volume, draft, cargo weight and cargo type and import them into the ship operation abnormal value calculation formula to calculate the ship operation abnormal value. The ship operation abnormal value calculation formula is: ,in, is the weight of the ship, is the ship volume, is the draft depth, is the standard ship weight, is the standard ship volume, is the standard draft, The proportion of dangerous goods.

[0022] Furthermore, the standard ship weight, standard ship volume and standard draft are obtained by selecting a brand new ship, measuring the ship volume and the ship weight and draft under full load as the standard ship weight, standard ship volume and standard draft of this embodiment; the proportion of dangerous goods is obtained by the ratio of the weight of dangerous goods to the weight of the entire cargo; Among them, goods are divided into the following nine categories of dangerous goods according to the type and purpose of the goods: Class 1: Explosives Explosives, detonators, explosives, fireworks, rocket propellants, etc.; Category 2: Gas Compressed gases (such as oxygen, nitrogen, propane), liquefied gases (such as liquefied petroleum gas, liquefied natural gas), cooled liquefied gases (such as liquid oxygen, liquid nitrogen), etc.; Class 3: Flammable liquids Gasoline, diesel, kerosene, alcohol, paint, solvents, etc.; Class 4: Flammable solids Phosphorus, sulfur, metal powder (such as aluminum powder, magnesium powder), bleaching powder, certain desiccants, etc.; Category 5: Oxidants and organic peroxides Potassium chlorate, hydrogen peroxide, potassium nitrate, benzoic acid peroxide, etc.; Class 6: Toxic and infectious substances Pesticides, insecticides, cyanide, mercury, pathogens, virus cultures, etc.; Class 7: Radioactive materials Medical radioisotopes, industrial radioactive materials, nuclear waste, etc.; Class 8: Corrosive substances Sulfuric acid, hydrochloric acid, nitric acid, sodium hydroxide, hydrofluoric acid, etc.; Class 9: Miscellaneous dangerous goods Desiccant, lithium battery, CO2 container in life-saving equipment, vehicle tires, etc.

[0023] Step 3: Obtain weather data and import it into the weather analysis strategy for weather analysis; In this embodiment, step three includes the following specific steps: Obtain visibility, rainfall and wind speed and import them into the weather anomaly calculation formula to calculate the weather anomaly. The weather anomaly calculation formula is: ,in, is the visibility collected at time t, It is the maximum value within the safe range of visibility when the ship is sailing. is the rainfall collected at time t, It is the maximum value of rainfall within the safe range when the ship is sailing. is the wind speed collected at time t, is the maximum value of the wind speed within the safe range when the ship is sailing. It is a natural exponential function, that is, an exponential function with the real number e (e≈2.71828) as the base.

[0024] Furthermore, under normal navigation conditions, visibility should generally not be less than 1 nautical mile (about 1.85 kilometers). Under limited visibility conditions, such as fog, rain, snow and other weather conditions, visibility may drop to 0.5 nautical miles (about 0.93 kilometers). When visibility is less than 0.5 nautical miles, ships usually need to take additional safety measures, such as reducing speed, strengthening lookout, sounding fog signals, etc. Light rain refers to rain with a rainfall of less than 2.5 mm / hour, which usually has little effect on the navigation of ships, and visibility and navigation safety will not be greatly affected; light rain refers to rain with a rainfall of 2.5 mm / hour to 10 mm / hour. Under this rainfall, the navigation of ships may be affected, especially the visibility will be reduced, but it usually does not pose a serious threat to navigation; moderate rain refers to rain with a rainfall of 10 mm / hour to 25 mm / hour. Under this rainfall, visibility will be significantly reduced, and the deck may be slippery, affecting the operation of the ship. The captain should slow down or take other safety measures as needed; heavy rain refers to rain with a rainfall of 25 mm / hour to 50 mm / hour. Heavy rain will seriously affect visibility and may cause the stability of the ship to decrease and water to accumulate on the deck. The captain should slow down and take necessary anti-skid measures; heavy rain refers to rain with a rainfall of more than 50 mm / hour. Heavy rain will significantly reduce visibility, cause a large amount of water to accumulate on the deck, and affect the maneuverability and stability of the ship. The captain should seek a safe harbor or take other safety measures; Under normal sailing conditions, it is usually safe when the wind speed is below level 4 (about 15.2 km / h). When the wind speed reaches level 5 (about 24.5 km / h), the ship may need to adjust the speed and course to avoid unstable sailing conditions. When the wind speed reaches level 6 (about 32.7 km / h) or above, the ship should usually consider stopping sailing and choosing a suitable place to take shelter from the wind. Based on the above weather condition description, for the convenience of calculation, the maximum value within the safety range of visibility when the ship is sailing in this embodiment is taken as 0.5 nautical miles; the maximum value within the safety range of rainfall when the ship is sailing is taken as 25 mm / hour; the maximum value within the safety range of wind speed when the ship is sailing is taken as level 5.

[0025] Step 4: Obtain port data and import it into the port analysis strategy to conduct port analysis; See also Figure 3 In this embodiment, step 4 includes the following specific steps: Step 41, obtain the number of ships in the port, the heading of the ships in the port, the area of ​​the ships in the port, and the port area, and import them into the channel complexity evaluation value calculation formula to calculate the channel complexity evaluation value of the port. The channel complexity evaluation value calculation formula is: ,in, is the total number of ships in port, is the area of ​​the ith ship, is the port area, is the heading angle of the i-th ship, is the average heading angle of ships in port; Step 42: Obtain the port cargo throughput, berth occupancy, loading and unloading time and tidal time, and import them into the loading and unloading efficiency evaluation value calculation formula to calculate the loading and unloading efficiency evaluation value of the port. The loading and unloading efficiency evaluation value calculation formula is: ,in, is the port cargo throughput in the jth monitoring period, is the berth occupancy in the jth monitoring period, is the loading and unloading time of the jth monitoring period, The tide affects the time. is the set monitoring time. is the standard loading and unloading efficiency; Furthermore, the impact of tides on port loading and unloading efficiency is mainly reflected in the berthing and unberthing of ships, because the change of tides will affect the water depth of the port, which in turn affects the ability of large ships to enter and leave the port. By analyzing the tidal time data, the time points of high tide and low tide, as well as the speed of tidal height change, are determined, and it is evaluated whether the port has sufficient water depth for large ships to enter and exit after the tidal change. According to the tidal data, the time period when the ship can safely berth and leave is determined, that is, the loading and unloading window. According to the loading and unloading window, the tidal impact time is calculated; The steps for obtaining the standard loading and unloading efficiency are as follows: collecting the loading and unloading operation records of the port over a period of time in the past (such as one year), including cargo type, loading and unloading volume, operation time, etc., obtaining information such as the type, tonnage, loading and unloading speed, etc. of ships that frequently dock at the port, obtaining the performance parameters and work efficiency of various loading and unloading equipment in the port (such as cranes, forklifts, conveyor belts, etc.), and calculating the average loading and unloading efficiency as the value of the standard loading and unloading efficiency of this embodiment.

[0026] Step 43: Obtain the waterway complexity evaluation value and the loading and unloading efficiency evaluation value and import them into the port outlier value calculation formula to calculate the port outlier value. The port outlier value calculation formula is: ,in, is the weight of the waterway complexity, is the loading and unloading efficiency weight, .

[0027] Step 5: Evaluate comprehensive shipping abnormalities based on ship operation analysis, weather analysis and port analysis; In this embodiment, step five includes the following specific steps: Obtain ship operation anomaly values, weather anomaly values ​​and port anomaly values ​​and import them into the comprehensive shipping anomaly value calculation formula to calculate the comprehensive shipping anomaly value. The comprehensive shipping anomaly value calculation formula is: ,in, is the abnormal weight of ship operation, is the weather anomaly weight, is the port abnormal weight, .

[0028] Furthermore, the weight of the waterway complexity , Loading and unloading efficiency weight , Ship operation abnormal weight , Weather Anomaly Weight and port abnormal weight The acquisition steps are: obtaining the operation data, weather data and target port data of ships on fifty different routes, hiring fifty shipping experts to evaluate the operation anomalies, weather anomalies, port anomalies and comprehensive shipping anomalies of the fifty different routes and provide weight values, and taking the average value of the fifty groups of weights as the waterway complexity weight of this embodiment , Loading and unloading efficiency weight , Ship operation abnormal weight , Weather Anomaly Weight and port abnormal weight The value of .

[0029] Step 6: Determine whether the ship needs to be intercepted when entering the target port based on the comprehensive shipping abnormal situation.

[0030] In this embodiment, step six includes the following specific steps: Obtain comprehensive shipping anomaly values ​​and compare them with preset shipping anomaly thresholds; If the comprehensive shipping abnormality value is less than the preset shipping abnormality threshold, the shipping is judged to be normal and no operation is required; If the comprehensive shipping anomaly value is greater than or equal to the preset shipping anomaly threshold, the shipping anomaly is judged and interception operations are performed.

[0031] Furthermore, the steps for obtaining the shipping anomaly threshold of the present embodiment are: obtaining one hundred sets of historical ship data, historical weather data and historical port data when historical accidents occurred, calculating the corresponding historical comprehensive shipping anomaly values, and taking the average value of the one hundred sets of historical comprehensive shipping anomaly values ​​as the value of the shipping anomaly threshold of the present embodiment.

[0032] See also Figure 4 On the other hand, the ship scheduling system based on navigation dynamics algorithm evaluation provided by the present invention is implemented based on the above-mentioned ship scheduling method based on navigation dynamics algorithm evaluation, including a shipping data acquisition module, a shipping anomaly evaluation module, a weather data acquisition module, a weather anomaly evaluation module, a port data acquisition module, a port anomaly evaluation module, a comprehensive shipping anomaly evaluation module and a comparison operation module.

[0033] In this embodiment, the shipping data collection module is used to collect ship weight, ship volume, draft, cargo weight and cargo type; The shipping anomaly assessment module is used to obtain the ship weight, ship volume, draft depth, cargo weight and cargo type and import them into the ship operation anomaly value calculation formula to calculate the ship operation anomaly value; The weather data collection module is used to collect visibility, rainfall and wind speed; The weather anomaly evaluation module is used to obtain visibility, rainfall and wind speed and import them into the weather anomaly calculation formula to calculate the weather anomaly value; The port data collection module is used to collect the number of ships in the port, the heading of ships in the port, the area of ​​ships in the port, the port area, the port cargo throughput, berth occupancy, loading and unloading time and tidal time; The port anomaly assessment module is used to obtain the number of ships in the port, the heading of ships in the port, the area of ​​ships in the port, and the port area, and import them into the channel complexity assessment value calculation formula to calculate the port's channel complexity assessment value; obtain the port's cargo throughput, berth occupancy, loading and unloading time, and tidal time, and import them into the loading and unloading efficiency assessment value calculation formula to calculate the port's loading and unloading efficiency assessment value; obtain the channel complexity assessment value and the loading and unloading efficiency assessment value and import them into the port anomaly value calculation formula to calculate the port anomaly value; The comprehensive shipping anomaly assessment module is used to obtain the ship operation anomaly value, weather anomaly value and port anomaly value and import them into the comprehensive shipping anomaly value calculation formula to calculate the comprehensive shipping anomaly value; The comparison operation module is used to obtain the comprehensive shipping anomaly value and compare it with the preset shipping anomaly threshold.

[0034] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0035] Professionals may further realize that the modules and algorithm steps of each example described in combination with the embodiments disclosed in the present invention can be implemented by electronic hardware, computer software or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in terms of function in the above description. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present invention.

[0036] The present invention uses specific examples to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea. At the same time, for those skilled in the art, according to the idea of ​​the present invention, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as a limitation on the present invention.

[0037] Finally, it should be noted that, in the present invention, relationships such as on the one hand and on the other hand are merely 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", "comprises" or any other variants 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.

Claims

1. A ship scheduling method based on navigation dynamics algorithm evaluation, characterized in that: The specific steps include: Step 1: Collect ship operation data, weather data and port data; Step 2: Obtain ship operation data and import it into the ship operation analysis strategy to perform ship operation analysis; Step 3: Obtain weather data and import it into the weather analysis strategy for weather analysis; Step 4: Obtain port data and import it into the port analysis strategy to conduct port analysis; Step 5: Evaluate comprehensive shipping abnormalities based on ship operation analysis, weather analysis and port analysis; Step 6: Determine whether the ship needs to be intercepted when entering the target port based on the comprehensive shipping abnormal situation.

2. The ship dispatching method based on navigation dynamics algorithm evaluation according to claim 1, characterized in that: The step 2 includes the following specific steps: The ship weight, ship volume, draft, cargo weight and cargo type are obtained and imported into the ship operation abnormal value calculation formula to calculate the ship operation abnormal value. The ship operation abnormal value calculation formula is: ,in, is the weight of the ship, is the ship volume, is the draft depth, is the standard ship weight, is the standard ship volume, is the standard draft, The proportion of dangerous goods.

3. The ship dispatching method based on navigation dynamics algorithm evaluation according to claim 2, characterized in that: The step three includes the following specific steps: Obtain visibility, rainfall and wind speed and import them into the weather anomaly value calculation formula to calculate the weather anomaly value. The weather anomaly value calculation formula is: ,in, is the visibility collected at time t, It is the maximum value within the safe range of visibility when the ship is sailing. is the rainfall collected at time t, It is the maximum value of rainfall within the safe range when the ship is sailing. is the wind speed collected at time t, is the maximum value of the wind speed within the safe range when the ship is sailing. is an exponential function with the real number e as base.

4. The ship dispatching method based on navigation dynamics algorithm evaluation according to claim 3, characterized in that: The step 4 includes the following specific steps: Step 41, obtain the number of ships in the port, the heading of the ships in the port, the area of ​​the ships in the port, and the port area, and import them into the channel complexity evaluation value calculation formula to calculate the channel complexity evaluation value of the port. The channel complexity evaluation value calculation formula is: ,in, is the total number of ships in port, is the area of ​​the ith ship, is the port area, is the heading angle of the i-th ship, is the average heading angle of ships in port; Step 42: Obtain the port cargo throughput, berth occupancy, loading and unloading time and tidal time, and import them into the loading and unloading efficiency evaluation value calculation formula to calculate the loading and unloading efficiency evaluation value of the port. The loading and unloading efficiency evaluation value calculation formula is: ,in, is the port cargo throughput in the jth monitoring period, is the berth occupancy in the jth monitoring period, is the loading and unloading time of the jth monitoring period, The tide affects the time. is the set monitoring time. is the standard loading and unloading efficiency; Step 43: Obtain the waterway complexity evaluation value and the loading and unloading efficiency evaluation value and import them into the port outlier value calculation formula to calculate the port outlier value. The port outlier value calculation formula is: ,in, is the weight of the waterway complexity, is the loading and unloading efficiency weight, .

5. The ship dispatching method based on navigation dynamics algorithm evaluation according to claim 4, characterized in that: The step five includes the following specific steps: The ship operation abnormal value, weather abnormal value and port abnormal value are obtained and imported into the comprehensive shipping abnormal value calculation formula to calculate the comprehensive shipping abnormal value. The comprehensive shipping abnormal value calculation formula is: ,in, is the abnormal weight of ship operation, is the weather anomaly weight, is the port abnormal weight, .

6. The ship dispatching method based on navigation dynamics algorithm evaluation according to claim 5, characterized in that: The step six includes the following specific steps: Obtain comprehensive shipping anomaly values ​​and compare them with preset shipping anomaly thresholds; If the comprehensive shipping abnormality value is less than the preset shipping abnormality threshold, the shipping is judged to be normal and no operation is required; If the comprehensive shipping anomaly value is greater than or equal to the preset shipping anomaly threshold, the shipping anomaly is judged and interception operations are performed.

7. The ship dispatching method based on navigation dynamics algorithm evaluation according to claim 6, characterized in that: The step 1 includes the following specific steps: Step 11: Collect ship operation data, where the ship operation data includes ship weight, ship volume, draft, cargo weight and cargo type; Step 12: collecting weather data, wherein the weather data includes visibility, rainfall and wind speed; Step 13: Collect port data, which includes the number of ships in port, the heading of ships in port, the area of ​​ships in port, the port area, the port cargo throughput, berth occupancy, loading and unloading time and tidal time. The shipping data collection module is used to collect ship weight, ship volume, draft, cargo weight and cargo type; The shipping anomaly assessment module is used to obtain the ship weight, ship volume, draft, cargo weight and cargo type and import them into the ship operation anomaly value calculation formula to calculate the ship operation anomaly value; The weather data collection module is used to collect visibility, rainfall and wind speed; The weather anomaly evaluation module is used to obtain visibility, rainfall and wind speed and import them into the weather anomaly value calculation formula to calculate the weather anomaly value; The port data collection module is used to collect the number of ships in the port, the heading of ships in the port, the area of ​​ships in the port, the port area, the port cargo throughput, the berth occupancy, the loading and unloading time and the tidal time; The port anomaly assessment module is used to obtain the number of ships in the port, the heading of ships in the port, the area of ​​ships in the port, and the port area, and import them into the channel complexity assessment value calculation formula to calculate the port's channel complexity assessment value; obtain the port's cargo throughput, berth occupancy, loading and unloading time, and tidal time, and import them into the loading and unloading efficiency assessment value calculation formula to calculate the port's loading and unloading efficiency assessment value; obtain the channel complexity assessment value and the loading and unloading efficiency assessment value and import them into the port anomaly value calculation formula to calculate the port anomaly value; The comprehensive shipping anomaly evaluation module is used to obtain ship operation anomaly values, weather anomaly values ​​and port anomaly values, and import them into the comprehensive shipping anomaly value calculation formula to calculate the comprehensive shipping anomaly value; The comparison operation module is used to obtain the comprehensive shipping anomaly value and compare it with the preset shipping anomaly threshold.

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