Ship transportation state real-time monitoring and visual management system
Through real-time monitoring and visual management systems, the problem of delay or early arrival during coal ship transportation is solved, transportation efficiency and port scheduling efficiency are improved, and fuel costs are reduced.
Patent Information
- Application Number
- CN202411813716.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-10
- Publication Date
- 2025-05-13
AI Technical Summary
Coal transport ships are prone to delay or arrive at the port early during transportation, resulting in the inability to effectively monitor the ship's transportation status, reduce transportation efficiency, and increase fuel costs.
It provides a real-time monitoring and visual management system for ship transportation status. By establishing a port monitoring map, setting up multiple monitoring points, collecting ship position parameters, building expected trajectories and generating early warning instructions, real-time monitoring and coordinated dispatch of ship transportation status are achieved.
It improves ship transportation efficiency, avoids port congestion, reduces fuel costs, and improves port dispatch efficiency.
Smart Images
Figure CN119990952A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the field of intelligent transportation and dispatching technology, and in particular to a real-time monitoring and visualization management system for ship transportation status. Background Art
[0002] At present, coastal thermal power plants usually use coal ships to transport coal fuel. However, during the transportation process, due to the long transportation routes, coal ships often have problems with delays or arriving at the port ahead of schedule, and the transportation status of the ships cannot be effectively monitored.
[0003] At the port, the factors such as anchorage time, unloading time, tide direction, dispatch office working hours, and berth restrictions mean that the later-berthing ship must wait for the earlier-berthing ship to leave before berthing, which may cause some ships to be unable to load and unload in time, reducing the overall transportation efficiency. At the same time, the power plant also paid a large amount of demurrage for the ships stranded at the port, increasing fuel costs. Summary of the invention
[0004] The purpose of this application is: to solve the above technical problems, this application provides a real-time monitoring and visualization management system for ship transportation status, aiming to improve the transportation efficiency of ships, improve the scheduling efficiency of ports, and ensure the timely loading and unloading of fuel.
[0005] In some embodiments of the present application, the expected trajectory of each ship is constructed based on all waybills, and the position parameters of each ship are periodically obtained to monitor the transportation status of the ship in real time, control the transportation progress of each ship in time, and correct deviation behavior, thereby improving the overall transportation efficiency and avoiding congestion of ships in ports.
[0006] In some embodiments of the present application, multiple monitoring points are set up to comprehensively monitor each ship in the port, and combined with the expected trajectory of the ships in transit, overall coordinated scheduling is achieved to ensure the loading and unloading efficiency in the port, reduce the length of time the ship stays in the port, and thus reduce the overall fuel cost. Ensure transportation efficiency.
[0007] In some embodiments of the present application, a real-time monitoring and visualization management system for ship transportation status is provided, including: The central control unit is used to establish a port monitoring map and set up multiple monitoring points; A monitoring unit, comprising a plurality of monitoring submodules, wherein the monitoring submodules are used to collect monitoring data of each monitoring point; The ship unit is used to establish a ship database and set the expected trajectory of each ship based on all waybill parameters; The ship unit is also used to obtain the position parameters of each ship and determine whether to generate an early warning instruction; The central control unit comprises: The first processing module is used to construct a port berth status map based on the monitoring data of each monitoring point and the port monitoring map; The second processing module is used to obtain the expected trajectories of all ships and generate a ship management plan based on the port berth status diagram and all expected activity trajectories.
[0008] In some embodiments of the present application, the ship unit includes: The first ship module is used to establish a ship sequence A, A=(a1, a2…ai…an), where ai is the i-th ship; n is the number of ships; The second ship module is used to set ai as the target ship in turn; Traverse all waybill data and generate the expected trajectory of the target ship; Generate the expected trajectory of each ship in turn; Establish the expected trajectory sequence B, B=(b1,b2…bi…bn), where bi is the expected trajectory of the i-th ship.
[0009] In some embodiments of the present application, the ship unit further includes: The third ship module is used to establish a ship evaluation value sequence F, F=(f1,f2…fi…fn); wherein fi is the evaluation value of the i-th ship; The fourth ship module is used to set the feedback time node of each ship according to the ship evaluation value series F; The fifth ship module is used to obtain the position parameters of each ship and generate the deviation evaluation value of each ship. It is determined whether to generate an early warning instruction according to all the deviation evaluation values.
[0010] In some embodiments of the present application, the third ship module is also used for: Set ai as the target ship in turn; Obtain equipment parameters of the target ship; Generate a ship evaluation value f of the target ship; f=e1*Q1* (ηi*pi)]+e2*Q2*U; Among them, e1 is the preset first weight coefficient; e2 is the preset second weight coefficient; Q1 is the preset first fixed coefficient; Q2 is the preset second fixed coefficient; pi is the reference value of the i-th ship evaluation index among the target ships; ηi is the influencing factor of the i-th ship evaluation index; is the number of ship evaluation indicators; U is the historical reference value of the target ship; The ship evaluation value of each ship is generated sequentially.
[0011] In some embodiments of the present application, the fourth ship module is also used for: Preset a first ship evaluation value range (F1, F2), a second ship evaluation value range (F2, F3), and a third ship evaluation value range (F3, F4); When fi is within the preset first ship evaluation value range, set the time interval t between adjacent feedback time nodes of the ith ship to the preset first time interval T1, that is, t = T1; When fi is within the preset second ship evaluation value range, set the time interval t between adjacent feedback time nodes of the ith ship to the preset second time interval T2, that is, t = T2; When fi is within the preset third ship evaluation value range, set the time interval t between adjacent feedback time nodes of the ith ship to the preset third time interval T3, that is, t = T3; and T1 > T2 > T3.
[0012] In some embodiments of the present application, the fifth ship module is further configured to: Generate yaw evaluation values of each ship in sequence; Establish a yaw evaluation value sequence C, C = (c1, c2... ci... cn), where ci is the yaw evaluation value of the ith ship; Preset a first yaw evaluation value threshold C1 and a second yaw evaluation value threshold C2; If ci < C1, the ith ship does not generate a warning instruction; If C1 ≤ ci < C2, generate a first-level warning instruction for the ith ship; If ci ≥ C2, generate a second-level warning instruction for the ith ship and correct the expected trajectory of the ith ship.
[0013] In some embodiments of the present application, when generating yaw evaluation values of each ship in sequence, it includes: Set ai as the target ship in sequence; Obtain the position parameters of the target ship according to the feedback time node of the target ship; Obtain the expected trajectory of the target ship; Generate the yaw evaluation value c of the target ship at the current feedback time node; c = r * [e3 * Q3 * (h - h') + e4 * Q4 * (Δt * H)]; Where, e3 is a preset third weight coefficient; e4 is a preset fourth weight coefficient; Q3 is a preset third fixed coefficient; Q4 is a preset fourth fixed coefficient; h is the actual travel mileage of the target ship; h' is the expected travel mileage of the target ship; Δt is the expected remaining transportation duration; H is the compensation mileage of the target ship per unit time; r is a compensation coefficient set based on the ship evaluation value of the target ship.
[0014] In some embodiments of the present application, the first processing module is further configured to: Establish a plurality of control cycles, and each single control cycle includes a plurality of monitoring time nodes; Establish a port berth number sequence D, D = (d1, d2…di…dm), where di is the i-th port berth; m is the number of port berths; Obtain all the monitoring data collected by the monitoring unit according to the preset monitoring time nodes; Extract the status parameters of each port berth and generate a progress curve for each port berth; Generate a port berth status map based on all the progress curves.
[0015] In some embodiments of the present application, the second processing module is further configured to: Obtain the initial port berth status map at the start time node of the current control cycle; Obtain the expected trajectories of all the ships in the ship number sequence A within the current control cycle; Establish a scheduling constraint model and generate a ship management plan for the current control cycle according to the iteration results of the scheduling constraint model.
[0016] In some embodiments of the present application, the central control unit further includes: A third processing module, configured to generate an interference evaluation value g of the ship management plan according to the monitoring time nodes; g = e5 * Q5 * βi * ji]+e6 * Q6 * ɑi * ki]; Wherein, e5 is a preset fifth weight coefficient; e6 is a preset sixth weight coefficient; Q5 is a preset fifth fixed coefficient; Q6 is a preset sixth fixed coefficient; βi is the weight factor of the i-th ship; ji is the ship disturbance reference value set based on the cumulative yaw data of the i-th ship in the previous regulation cycle; ɑi is the influence factor of the i-th port berth; ki is the berth disturbance reference value set based on the cumulative work progress difference of the i-th port berth in the current regulation cycle; Preset a first interference evaluation value threshold G1 and a second interference evaluation value threshold G2; If g < G1, no correction instruction is generated; If G1 ≤ g < G2, a first-level correction instruction is generated; If g ≥ G2, a second-level correction instruction is generated.
[0017] Compared with the prior art, the beneficial effects of a ship transportation status real-time monitoring and visualization management system according to an embodiment of the present application are as follows: The expected trajectory of each ship is constructed based on all waybills, and the position parameters of each ship are obtained periodically to monitor the transportation status of the ship in real time, control the transportation progress of each ship in time, correct deviation behavior, thereby improving the overall transportation efficiency and avoiding congestion of ships at ports.
[0018] By setting up multiple monitoring points, we can comprehensively monitor each ship in the port, and combine the expected trajectory of the ships on the way to achieve overall coordinated scheduling, ensure the loading and unloading efficiency in the port, reduce the length of time the ship stays in the port, and thus reduce the overall fuel cost. Ensure transportation efficiency. BRIEF DESCRIPTION OF THE DRAWINGS
[0019] Figure 1 It is a real-time monitoring and visualization management system for ship transportation status in the preferred embodiment of the present application. DETAILED DESCRIPTION
[0020] The specific implementation methods of the present application are further described in detail below in conjunction with the accompanying drawings and examples. The following examples are used to illustrate the present application but are not intended to limit the scope of the present application.
[0021] In the description of the present application, it should be understood that the terms "center", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.
[0022] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise specified, "plurality" means two or more.
[0023] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.
[0024] like Figure 1As shown, a real-time monitoring and visualization management system for ship transportation status according to a preferred embodiment of the present application includes: The central control unit is used to establish a port monitoring map and set up multiple monitoring points; A monitoring unit, including a plurality of monitoring submodules, wherein the monitoring submodules are used to collect monitoring data of each monitoring point; The ship unit is used to establish a ship database and set the expected trajectory of each ship based on all waybill parameters; The ship unit is also used to obtain the position parameters of each ship and determine whether to generate an early warning instruction; The central control unit includes: The first processing module is used to construct a port berth status map based on the monitoring data of each monitoring point and the port monitoring map; The second processing module is used to obtain the expected trajectories of all ships and generate a ship management plan based on the port berth status diagram and all expected activity trajectories.
[0025] Specifically, the monitoring submodule is preferably a drone, surveillance camera or other equipment, which is used to obtain image data of each monitoring point, so as to monitor the loading and unloading progress of each port berth and whether there are ships docked. The number of monitoring points is much greater than the number of port berths, so as to achieve comprehensive monitoring of all ships in the port.
[0026] Specifically, a corresponding port monitoring map is established based on the three-dimensional model of the port, so as to optimize the paths of each ship in and out of the berth and improve the efficiency of ships entering and leaving the port. At the same time, personnel can timely query the transportation status of each ship in the port based on the port monitoring map.
[0027] Specifically, the ship unit includes: The first ship module is used to establish a ship sequence A, A=(a1, a2…ai…an), where ai is the i-th ship; n is the number of ships; The second ship module is used to set ai as the target ship in turn; Traverse all waybill data and generate the expected trajectory of the target ship; Generate the expected trajectory of each ship in turn; Establish the expected trajectory sequence B, B=(b1,b2…bi…bn), where bi is the expected trajectory of the i-th ship.
[0028] Specifically, a ship series is constructed based on historical contract data to accurately monitor each ship. At the same time, based on the waybill data, the departure point, destination, transported goods, transport route and transport cycle and arrival or departure time of each ship are obtained to construct the corresponding expected trajectory. According to the expected trajectory, the position parameters of each ship are regularly collected to monitor the transportation status of each ship in real time.
[0029] Specifically, the ship's position is obtained in real time through the ship's GPS equipment, and the actual position parameters of each ship are periodically collected to promptly determine whether the ship has deviated, and the ship's transportation progress is monitored in real time.
[0030] In a preferred embodiment of the present application, the ship unit further includes: The third ship module is used to establish a ship evaluation value sequence F, F=(f1,f2…fi…fn); wherein fi is the evaluation value of the i-th ship; The fourth ship module is used to set the feedback time node of each ship according to the ship evaluation value series F; The fifth ship module is used to obtain the position parameters of each ship and generate the deviation evaluation value of each ship. It is determined whether to generate an early warning instruction according to all the deviation evaluation values.
[0031] Specifically, the third ship module is also used for: Set ai as the target ship in turn; Obtain equipment parameters of the target ship; Generate a ship evaluation value f of the target ship; f=e1*Q1* (ηi*pi)]+e2*Q2*U; Among them, e1 is the preset first weight coefficient; e2 is the preset second weight coefficient; Q1 is the preset first fixed coefficient; Q2 is the preset second fixed coefficient; pi is the reference value of the i-th ship evaluation index among the target ships; ηi is the influencing factor of the i-th ship evaluation index; is the number of ship evaluation indicators; U is the historical reference value of the target ship; The ship evaluation value of each ship is generated sequentially.
[0032] Specifically, by presetting the first fixed coefficient and the second fixed coefficient, all parameters in the model are normalized so that each data is within the same value range.
[0033] Specifically, the more historical deviations it has, the larger the corresponding historical reference value will be.
[0034] Specifically, the ship evaluation indicators include, but are not limited to, parameters such as the type of transported coal, the weight of transported coal, the target power plant, and the supplier to which the departure location belongs. The larger the ship evaluation value, the greater the impact of the current ship after yawing, and the smaller the allowable yaw error.
[0035] Specifically, the fourth ship module is further configured to: Preset a first ship evaluation value interval (F1, F2), a second ship evaluation value interval (F2, F3), and a third ship evaluation value interval (F3, F4); If fi is within the preset first ship evaluation value interval, set the time interval t between adjacent feedback time nodes of the i-th ship to the preset first time interval T1, that is, t = T1; If fi is within the preset second ship evaluation value interval, set the time interval t between adjacent feedback time nodes of the i-th ship to the preset second time interval T2, that is, t = T2; If fi is within the preset third ship evaluation value interval, set the time interval t between adjacent feedback time nodes of the i-th ship to the preset third time interval T3, that is, t = T3; and T1 > T2 > T3.
[0036] Specifically, the feedback time nodes of each ship are dynamically set according to the ship evaluation value, so as to achieve precise monitoring of the transportation status of each ship and improve the management efficiency of the ships.
[0037] It can be understood that in the above embodiments, by setting the feedback time nodes of each ship, the position parameters of each ship are periodically obtained, the transportation status of the ships is monitored in real time, the transportation progress of each ship is controlled in a timely manner, and the yaw behavior is corrected, thereby improving the overall transportation efficiency and avoiding congestion of ships at the port.
[0038] In a preferred embodiment of the embodiment of the present application, the fifth ship module is further configured to: Generate the yaw evaluation values of each ship in sequence; Establish a yaw evaluation value sequence C, C = (c1, c2... ci... cn), where ci is the yaw evaluation value of the i-th ship; Preset a first yaw evaluation value threshold C1 and a second yaw evaluation value threshold C2; If ci < C1, the i-th ship does not generate a warning instruction; If C1 ≤ ci < C2, generate a first-level warning instruction for the i-th ship; If ci ≥ C2, generate a second-level warning instruction for the i-th ship and correct the expected trajectory of the i-th ship.
[0039] Specifically, when generating the yaw evaluation values of each ship in sequence, it includes: Set ai as the target ship in turn; Obtain the position parameters of the target ship according to the feedback time node of the target ship; Obtain the expected trajectory of the target ship; Generate the yaw evaluation value c of the target ship at the current feedback time node; c=r*[e3*Q3*(h-h')+e4*Q4*(Δt*H)]; Among them, e3 is the preset third weight coefficient; e4 is the preset fourth weight coefficient; Q3 is the preset third fixed coefficient; Q4 is the preset fourth fixed coefficient; h is the actual mileage of the target ship; h' is the expected mileage of the target ship; Δt is the expected remaining transportation time; H is the compensation mileage of the target ship per unit time; r is the compensation coefficient set based on the ship evaluation value of the target ship.
[0040] Specifically, by presetting the third fixed coefficient and the fourth fixed coefficient, all parameters in the model are normalized so that each parameter is in the same value range.
[0041] Specifically, the larger the ship evaluation value, the larger the corresponding compensation coefficient r. The larger the yaw evaluation value, the greater the deviation between the current ship and the expected trajectory.
[0042] Specifically, the compensation mileage per unit time refers to the deviation that can be compensated within a unit time through the ship's own adjustment. Its value can be set according to the ship's equipment parameters, real-time environmental parameters, etc.
[0043] Specifically, the first-level warning instruction means that the deviation between the current actual trajectory of the ship and the expected trajectory has affected the coordinated control among all ships, but it can be compensated by the ship's own parameter correction. Therefore, a first-level warning instruction is generated to remind the ship to adjust the parameters.
[0044] The second-level warning instruction means that the current ship is unable to complete the expected trajectory based on its own adjustments. The expected trajectory needs to be updated and the overall control plan needs to be corrected in time to avoid a single ship interfering with the overall transportation efficiency.
[0045] In a preferred embodiment of the present application, the first processing module is also used for: Establish multiple control cycles, with multiple monitoring time nodes included in a single control cycle; Establish a port berth sequence D, D = (d1, d2...di...dm), where di is the i-th port berth; m is the number of port berths; Acquire all monitoring data collected by the monitoring unit according to the preset monitoring time node; Extract the status parameters of each port berth and generate the progress curve of each port berth; Generate a port berth status diagram based on all progress curves.
[0046] Specifically, the state parameters of each berth are generated by summarizing, preprocessing and extracting the data collected by all monitoring submodules.
[0047] Specifically, the time intervals of its regulation cycle and monitoring time nodes can be set according to historical parameters.
[0048] Specifically, staff can query the number of ships in each berth, loading and unloading progress and other data based on the port berth status map to achieve visual management.
[0049] Specifically, the second processing module is further used for: Get the initial state diagram of the port berth at the start time of the current control cycle; Obtain the expected trajectories of all ships in the ship array A during the current control period; A scheduling constraint model is established, and a ship management plan within the current control cycle is generated based on the iterative results of the scheduling constraint model.
[0050] Specifically, when establishing a scheduling constraint model, multiple optimization constraints can be set, such as the waiting time for ships entering the port, the maximum waiting time for ships in the port, the average loading and unloading time for ships, and the operation and maintenance cost constraints.
[0051] Specifically, according to all expected trajectories and the initial state diagram of the port berths, the loading and unloading efficiency range of each berth, the berth entry and exit routes, the berth entry and exit time, the arrival time of each ship, the allowed stay time, the cargo quantity and other data are extracted to build a scheduling constraint model. Then, an optimization solution is performed and a ship management plan is generated based on the optimization results.
[0052] Specifically, the ship management plan includes multiple working parameters such as the time and route of each ship entering the corresponding berth, the loading and unloading efficiency required at the berth, etc. Through the ship management plan, the coordinated regulation of all ships can be achieved, the overall loading and unloading efficiency can be improved, and the overall operation and maintenance costs can be reduced.
[0053] Specifically, the central control unit also includes: The third processing module is used to generate an interference evaluation value g of the ship management plan according to the monitoring time node; g=e5*Q5* βi*ji]+e6*Q6* ɑi*ki]; Wherein, e5 is a preset fifth weight coefficient; e6 is a preset sixth weight coefficient; Q5 is a preset fifth fixed coefficient; Q6 is a preset sixth fixed coefficient; βi is the weight factor of the i-th ship; ji is the ship disturbance reference value set based on the cumulative yaw data of the i-th ship in the previous regulation period; ɑi is the influence factor of the i-th port berth; ki is the berth disturbance reference value set based on the cumulative work progress difference of the i-th port berth in the current regulation period; Preset a first interference evaluation value threshold G1 and a second interference evaluation value threshold G2; If g < G1, no correction instruction is generated; If G1 ≤ g < G2, a first-level correction instruction is generated; If g ≥ G2, a second-level correction instruction is generated.
[0054] Specifically, through the preset fifth fixed coefficient and sixth fixed coefficient, all parameters in the model are normalized, so that each parameter in the model is within the same value range.
[0055] Specifically, the first-level correction instruction means correcting the operation parameters of each ship and each berth to make the progress of each ship and port closer to the expectation and avoid interfering with the ship management plan.
[0056] Specifically, the second-level correction instruction means that the actual progress of each current ship and berth deviates greatly from the progress in the ship management plan, and a new ship management plan needs to be re-established to ensure the overall transportation efficiency.
[0057] According to the first concept of the present application, the expected trajectories of each ship are constructed based on all waybills, and the position parameters of each ship are obtained periodically to monitor the transportation status of the ship in real time, timely control the transportation progress of each ship, and correct the yaw behavior, thereby improving the overall transportation efficiency and avoiding congestion of ships in the port.
[0058] According to the second concept of the present application, by setting multiple monitoring points, all ships in the port are comprehensively monitored, and combined with the expected trajectories of the ships in transit, overall coordinated scheduling is achieved, the loading and unloading efficiency in the port is ensured, the stay time of ships in the port is reduced, and thus the overall fuel cost is reduced. Ensure transportation efficiency.
[0059] The above are only the preferred embodiments of the present application. It should be noted that for those of ordinary skill in the art, without departing from the technical principle of the present application, several improvements and substitutions can be made, and these improvements and substitutions should also be regarded as the protection scope of the present application.
Claims
1. A real-time monitoring and visual management system for ship transportation status, characterized in that: Including: A central control unit for establishing a port monitoring map and setting multiple monitoring points; A monitoring unit including multiple monitoring sub-modules, where the monitoring sub-modules are used to collect monitoring data of each monitoring point; A ship unit for establishing a ship database and setting the expected trajectories of each ship according to all waybill parameters; The ship unit is also used to obtain the position parameters of each ship and determine whether to generate a warning instruction; The central control unit includes: A first processing module for constructing a port berth status map according to the monitoring data of each monitoring point and the port monitoring map; A second processing module for obtaining the expected trajectories of all ships and generating a ship management plan according to the port berth status map and all expected activity trajectories.
2. The real-time monitoring and visual management system for ship transportation status according to claim 1, characterized in that: The ship unit includes: A first ship module for establishing a ship sequence A, A=(a1,a2…ai…an), where ai is the i-th ship; n is the number of ships; A second ship module for sequentially setting ai as the target ship; Traversing all waybill data to generate the expected trajectory of the target ship; Sequentially generating the expected trajectories of each ship; Establishing an expected trajectory sequence B, B=(b1,b2…bi…bn), where bi is the expected trajectory of the i-th ship.
3. The real-time monitoring and visual management system for ship transportation status according to claim 2, characterized in that: The ship unit also includes: A third ship module for establishing a ship evaluation value sequence F, F=(f1,f2…fi…fn); where fi is the evaluation value of the i-th ship; A fourth ship module for setting the feedback time nodes of each ship according to the ship evaluation value sequence F; A fifth ship module for obtaining the position parameters of each ship and generating a yaw evaluation value for each ship, and determining whether to generate a warning instruction according to all yaw evaluation values.
4. The real-time monitoring and visual management system for ship transportation status according to claim 3, characterized in that: The third ship module is also used for: Sequentially setting ai as the target ship; Obtaining the equipment parameters of the target ship; Generating the ship evaluation value f of the target ship; f=e1*Q1* (ηi*pi)]+e2*Q2*U; Among them, e1 is the preset first weight coefficient; e2 is the preset second weight coefficient; Q1 is the preset first fixed coefficient; Q2 is the preset second fixed coefficient; pi is the reference value of the i-th ship evaluation index among the target ships; ηi is the influencing factor of the i-th ship evaluation index; is the number of ship evaluation indicators; U is the historical reference value of the target ship; Sequentially generating the ship evaluation values of each ship.
5. The real-time monitoring and visual management system for ship transportation status according to claim 3, characterized in that: The fourth ship module is also used for: Presetting a first ship evaluation value interval (F1,F2), a second ship evaluation value interval (F2,F3), and a third ship evaluation value interval (F3,F4); If fi is within the preset first ship evaluation value interval, setting the time interval t between adjacent feedback time nodes of the i-th ship as the preset first time interval T1, i.e., t=T1; If fi is within the preset second ship evaluation value interval, setting the time interval t between adjacent feedback time nodes of the i-th ship as the preset second time interval T2, i.e., t=T2; If fi is within the preset third ship evaluation value interval, setting the time interval t between adjacent feedback time nodes of the i-th ship as the preset third time interval T3, i.e., t=T3; and T1>T2>T3.
6. The real-time monitoring and visual management system for ship transportation status according to claim 5, characterized in that: The fifth ship module is also used for: Sequentially generating the yaw evaluation values of each ship; Establishing a yaw evaluation value sequence C, C=(c1, c2…ci…cn), where ci is the yaw evaluation value of the i-th ship; Presetting a first yaw evaluation value threshold C1 and a second yaw evaluation value threshold C2; If ci<C1, the i-th ship does not generate a warning instruction; If C1 ≤ ci < C2, generate a first-level warning instruction for the i-th ship; If ci ≥ C2, generate a second-level warning instruction for the i-th ship and correct the expected trajectory of the i-th ship.
7. The real-time monitoring and visual management system for ship transportation status according to claim 6, characterized in that: When generating the yaw evaluation values of each ship in sequence, it includes: Set ai as the target ship in sequence; Obtain the position parameters of the target ship according to the feedback time node of the target ship; Obtain the expected trajectory of the target ship; Generate the yaw evaluation value c of the target ship at the current feedback time node; c = r * [e3 * Q3 * (h - h') + e4 * Q4 * (Δt * H)]; Where, e3 is a preset third weight coefficient; e4 is a preset fourth weight coefficient; Q3 is a preset third fixed coefficient; Q4 is a preset fourth fixed coefficient; h is the actual travel mileage of the target ship; h' is the expected travel mileage of the target ship; Δt is the expected remaining transportation duration; H is the compensation mileage of the target ship per unit time; r is a compensation coefficient set based on the ship evaluation value of the target ship.
8. The real-time monitoring and visual management system for ship transportation status according to claim 7, characterized in that: The first processing module is also used for: Establish multiple control cycles, and each control cycle includes multiple monitoring time nodes; Establish a port berth sequence D, D = (d1, d2…di…dm), where di is the i-th port berth; m is the number of port berths; Obtain all the monitoring data collected by the monitoring unit according to the preset monitoring time nodes; Extract the status parameters of each port berth and generate the progress curve of each port berth; Generate a port berth status map according to all the progress curves.
9. The real-time monitoring and visual management system for ship transportation status according to claim 8, characterized in that: The second processing module is also used for: Obtain the initial port berth status map at the start time node of the current control cycle; Obtain the expected trajectories of all the ships in the ship sequence A within the current control cycle; Establish a scheduling constraint model and generate a ship management plan within the current control cycle according to the iterative results of the scheduling constraint model.
10. The real-time monitoring and visual management system for ship transportation status according to claim 9, characterized in that: The central control unit also includes: A third processing module for generating a disturbance evaluation value g of the ship management plan according to the monitoring time node; g=e5*Q5* βi*ji]+e6*Q6* ɑi*ki]; Where, e5 is a preset fifth weight coefficient; e6 is a preset sixth weight coefficient; Q5 is a preset fifth fixed coefficient; Q6 is a preset sixth fixed coefficient; βi is the weight factor of the i-th ship; ji is the ship disturbance reference value set based on the cumulative yaw data of the i-th ship in the previous regulation cycle; ɑi is the influence factor of the i-th port berth; ki is the berth disturbance reference value set based on the cumulative work progress difference of the i-th port berth in the current regulation cycle; Preset a first disturbance evaluation value threshold G1 and a second disturbance evaluation value threshold G2; If g < G1, no correction instruction is generated; If G1 ≤ g < G2, generate a first-level correction instruction; If g ≥ G2, generate a second-level correction instruction.