Ship intelligent traffic organization service method and system suitable for ultra-long channel

Abstract

The invention provides a ship intelligent traffic organization service method and system suitable for an ultra-long channel. The method comprises the steps of obtaining multi-source maritime data and performing classified storage; the current traffic state of the ultra-long channel is analyzed based on the multi-source maritime data, and intelligent traffic organization services needed by ships driving on the ultra-long channel in the current traffic state are determined; constructing an ultra-long channel ship traffic organization service optimization model, and calculating to obtain various types of intelligent traffic organization service information required by the ship to sail in the ultra-long channel; and issuing intelligent traffic organization service information to the ship sailing in the ultra-long channel. According to the ship intelligent traffic organization service new mode provided by the invention, the intelligent traffic organization service in the ultra-long channel scene can be realized, the working pressure of port traffic organization scheduling personnel can be effectively reduced, the port ship traffic jam can be relieved, and the port entering and leaving efficiency of the ship can be improved.

Description

Technical Field

[0001] The present invention relates to the field of ship traffic organization in ultra-long waterways of ports. Specifically, it particularly relates to a ship intelligent traffic organization service method and system applicable to ultra-long waterways. Background Art

[0002] Traffic Organization Service (TOS) is one of the important means for maritime administrative authorities to organize and dispatch port and coastal traffic. Currently, the International Maritime Organization has developed a special traffic organization service set based on the e-navigation strategic plan, which has played a positive role in ensuring water traffic safety, maintaining good navigation order, and improving port operation efficiency. However, with the gradual development of maritime trade and the increasing demand for ships to enter and leave ports, the current TOS can no longer serve port and coastal ships well. The phenomena of ship congestion in port and port spatio-temporal congestion are becoming more and more serious. When formulating ship entry and exit plans, port schedulers cannot well consider various resource factors such as tides, berths, waterways, and fairness, and manually formulating plans also brings great work pressure to schedulers. In addition, the TOS service information has not formed a system, the service content is relatively scattered, various service information belongs to different management departments, and there is insufficient resource coordination. In particular, there is a lack of a collaborative management mechanism for ship service information for ultra-long waterways. Therefore, researching an intelligent traffic organization service system and method applicable to ultra-long waterways is particularly important for integrating TOS service information and alleviating port congestion. Summary of the Invention

[0003] Aiming at the problem that the TOS service information in the ultra-long waterways of ports has not formed a system and cannot be applied to the traffic organization of port and coastal waters, resulting in serious port congestion, the present invention proposes a ship intelligent traffic organization service method and system applicable to ultra-long waterways, which fully integrates TOS service information, and provides intelligent traffic organization services according to the environmental and management characteristics of ultra-long waterways to alleviate port congestion.

[0004] The technical means adopted by the present invention are as follows:

[0005] A ship intelligent traffic organization service method applicable to ultra-long waterways, comprising:

[0006] S100. Obtain multi-source maritime data and classify and store it;

[0007] S200. Analyze the current traffic state of the ultra-long waterway based on the multi-source maritime data, and determine the intelligent traffic organization services required by the ships traveling on the ultra-long waterway in the current traffic state. The intelligent traffic organization services include coordinating waterway and berth resources, formulating the optimal scheduling order, and controlling the longitudinal distance between two ships in the same direction;

[0008] S300. Build an optimization model for the ship traffic organization service in the extra-long waterway. The optimization model for the ship traffic organization service in the extra-long waterway is used to calculate and obtain various types of intelligent traffic organization service information required for ships to navigate in the extra-long waterway based on multi-source maritime data;

[0009] S400. Release the intelligent traffic organization service information to the ships navigating in the extra-long waterway.

[0010] Furthermore, the intelligent traffic organization service further includes calculating the tidal window period.

[0011] Furthermore, the multi-source maritime data includes: hydrological data, meteorological data, AIS data, electronic chart data, ship planned in-and-out port data, berth basic data, waterway basic data, and anchorage basic data.

[0012] Furthermore, classify and store the multi-source maritime data, including: establishing an attribute database, a spatio-temporal database, and a knowledge database, where:

[0013] The attribute database is used to store the basic information of traffic organization participants, including information about users, authorizations, and transports;

[0014] The spatio-temporal database is used to store the data obtained through observations and calculations, including environmental data and ship plan information;

[0015] The knowledge database is used to store traffic permits, law enforcement information, anchorage, berth, and waterway information within the port area.

[0016] Furthermore, the optimization model for the ship traffic organization in the extra-long waterway is set as:

[0017]

[0018]

[0019] Where:

[0020] The sets and indexes are defined as follows:

[0021] I is the ship set, I = I D ∪I O , i ∈ {1, 2…, |I|};

[0022] I D is the set of dangerous goods ships, i D ∈{1, 2,…, I D};

[0023] I O is the set of other types of ships, i O ∈{1, 2,…, I O};

[0024] Set of arrival and departure time periods of ships at the port, e ∈ {1, 2, …, |E|};

[0025] Set of time points, t ∈ {1, 2, …, |T|};

[0026] Set of available tidal time windows, r ∈ {1, 2, …, |R|}.

[0027] The parameter definitions are as follows:

[0028] L Voyage distance from the anchorage to the berth, unit: nautical mile;

[0029] l Channel length, unit: nautical mile;

[0030] v i Function describing the speed and voyage of ship i from the anchorage to the berth;

[0031] v′ i Function describing the speed and voyage of ship i in the long channel;

[0032] k Safety interval between adjacent ships, unit: minute;

[0033] O i Berthing operation duration of ship i, unit: minute;

[0034] ρ Time interval between adjacent tidal time windows, unit: minute;

[0035] TO Length of the arrival and departure time period.

[0036] ARR i Arrival time of ship i at the anchorage;

[0037] ETD i Estimated departure time of ship i;

[0038] Start and end times of the tidal window r;

[0039] c i Unit berthing cost of ship i at the berth, including fines for being later than the latest departure time;

[0040] ω i Unit anchoring cost of ship i at the anchorage;

[0041] RT i = 1 Ship i needs to enter and leave the port with the tide, otherwise equal to zero;

[0042] e is the arrival time period, otherwise equal to zero;

[0043] ws ie = 1 if ship i enters the port in time period e, otherwise 0;

[0044] wd ie = 1 if ship i leaves the port in time period e, otherwise 0;

[0045] M A sufficiently large positive number.

[0046] The decision variables are defined as follows:

[0047] = 1 if t is within the time period when ship i enters the port and maintains a safety interval, otherwise 0;

[0048] ψ it = 1 if t is within the time period when ship i leaves the port and maintains a safety interval, otherwise 0;

[0049] = 1 if ship i enters the port within the tidal window r, otherwise 0;

[0050] = 1 if ship i leaves the port within the tidal window r, otherwise 0;

[0051] A i The moment when ship i starts to enter the port, i.e., the moment of weighing anchor;

[0052] D i The moment when ship i starts to leave the port, i.e., the moment of getting underway;

[0053] λ = 1 if ship i is scheduled after ship j, otherwise 0

[0054] f it = 1 if ship i starts to enter the port at time t, otherwise 0;

[0055] g it = 1 if ship i starts to leave the port at time t, otherwise 0;

[0056] α i The duration that ship i waits at the berth for departure;

[0057] β i The duration that ship i waits at the anchorage for entering the port.

[0058] Furthermore, intelligent traffic organization service information is sent to the ships sailing in the ultra-long waterway, including: intelligent traffic organization service is sent in three ways: regular broadcast, request / response, and active sending, where:

[0059] The timed broadcast is that the VTS will regularly broadcast information to ships navigating within the ultra-long waterway;

[0060] The request / response is that ships within the ultra-long waterway can seek help when needed;

[0061] The proactive release is that any information considered to pose a threat to ships within the ultra-long waterway will be sent by the VTS to the ships.

[0062] The present invention also discloses a ship intelligent traffic organization service system applicable to the ultra-long waterway, which is used to implement the method described in any one of the above, including:

[0063] A data collection module, which is used to obtain multi-source maritime data and classify and store it;

[0064] A demand analysis module, which is used to analyze the current traffic state of the ultra-long waterway based on multi-source maritime data, and determine the intelligent traffic organization services required by ships sailing on the ultra-long waterway under the current traffic state. The intelligent traffic organization services include coordinating waterway and berth resources, formulating the optimal scheduling sequence, controlling the longitudinal spacing between two ships in the same direction, and calculating the tidal window period;

[0065] An intelligent calculation module, which is used to construct an optimization model for the ship traffic organization service in the ultra-long waterway. The optimization model for the ship traffic organization service in the ultra-long waterway is used to calculate and obtain various types of intelligent traffic organization service information required for ships to navigate within the ultra-long waterway based on multi-source maritime data;

[0066] A service release module, which is used to release intelligent traffic organization service information to ships sailing within the ultra-long waterway.

[0067] Compared with the prior art, the present invention has the following advantages:

[0068] On the basis of ensuring normal navigation safety, the present invention can accurately convert the general function descriptions and complex actual requirements in the ultra-long waterway traffic organization into intuitive and quantitative service set information, and release it to users as needed, and reasonably construct an intelligent traffic organization service system applicable to the ultra-long waterway, which has important significance for ensuring the smooth and efficient production operation of the port and even for ensuring the healthy development of China's national economy. BRIEF DESCRIPTION OF THE DRAWINGS

[0069] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0070] Figure 1 This is a flowchart of the ship intelligent traffic organization service method applicable to ultra-long waterways of the present invention.

[0071] Figure 2 This is a structural diagram of the ship intelligent traffic organization service system applicable to ultra-long waterways of the present invention.

[0072] Figure 3(a) is a heat map of the actual number of ships in the existing ultra-long waterway.

[0073] Figure 3(b) is a heat map of the number of ships in the ultra-long waterway during the same period after applying the method of the present invention in the embodiment. Detailed implementation manners

[0074] In order to enable those skilled in the art to better understand the solution of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0075] An embodiment of the present invention provides a ship intelligent traffic organization service method applicable to ultra-long waterways, as Figure 1 shown, the method includes:

[0076] S100. Obtain multi-source maritime data from an external system and classify and store it.

[0077] In this embodiment, multi-source maritime data of Huanghua Port is obtained from each external system and classified and stored. Specifically, it includes:

[0078] S101. Obtain multi-source maritime data. In this embodiment, ship AIS data (static and dynamic) passing through the ultra-long waterway of the comprehensive port area from 11:00 to 12:00 on February 1, 2021 is obtained from the AIS base station of Huanghua Port, the electronic chart water depth data of the ultra-long waterway of the comprehensive port area is obtained from the ECDIS system, the ship planned in and out port data is obtained from the comprehensive port area dispatching center, the basic data of berths, waterways and anchorages is obtained from the Huanghua Port center, and the hydrological and meteorological data is obtained from the coastal port hydrological and meteorological platform of Huanghuang Port. Among them, the AIS data (static and dynamic) and the electronic chart water depth data of the ultra-long waterway are used to calculate the ship's tidal window period; the ship planned in and out port data and the basic data of berths, waterways and anchorages obtained from the Huanghua Port center are input into the ultra-long waterway ship traffic organization model to calculate the ship's dispatching order and the navigation speed of each section; the hydrological and meteorological data is then released to the ships entering and leaving the port as needed.

[0079] S102. Classified storage. Establish an attribute database, a spatio-temporal database, and a knowledge database, where:

[0080] The attribute database is used to store basic information about traffic organization participants, including information about users, authorization, and transportation; the spatio-temporal database is used to store AIS data, water depth data of the waterway, hydrological and meteorological data, and ship in-and-out port plan data obtained from external systems; the knowledge database is used to store anchorage, berth, and waterway data obtained from the Huanghua Port Center.

[0081] S200. Analyze the current traffic state of the ultra-long waterway based on multi-source maritime data, and determine the intelligent traffic organization services required by ships traveling on the ultra-long waterway under the current traffic state. The intelligent traffic organization services include coordinating waterway and berth resources, formulating the optimal scheduling sequence, controlling the longitudinal spacing between two ships in the same direction, and calculating the tidal window period. Preferably, the longitudinal spacing between two ships in the same direction is 6 times the length of the following ship.

[0082] The intelligent service information for the intelligent traffic organization of ships on the ultra-long waterway is shown in Table 1.

[0083] Table 1 Content and source of intelligent traffic organization service information for ships on the ultra-long waterway

[0084]

[0085] This step first analyzes the gaps in the development of intelligent traffic organization services on the ultra-long waterway and determines the intelligent service information required by ships. In this embodiment, the method of the present invention is described by relying on the long waterway of a comprehensive port area. The waterway of this comprehensive port area is a one-way waterway with a capacity of 200,000 tons, with a total length of 33 nmile, a designed width of 245 m, and a navigable water depth of -18.5 m, which is a typical ultra-long waterway. Specifically, it includes:

[0086] S201. Analyze the deficiencies in the development of intelligent traffic organization services on the ultra-long waterway, so as to determine the intelligent traffic organization services required by ships traveling on the ultra-long waterway under the current traffic state.

[0087] The traffic organization of the ultra-long waterway is similar to that of a one-way waterway. However, for large ships, the calculation of the tidal window period mainly uses the single tide level of a single tide gauge station. For a waterway dozens of kilometers long, the distribution of tidal characteristic values along the waterway varies greatly. The data of a single tide gauge station is difficult to reflect the situation of the entire waterway, and the calculation of the tidal window period is also inaccurate. Therefore, how to accurately calculate the tidal window period and efficiently organize the in-and-out port of large ships is the main direction of the intelligent traffic organization of the ultra-long waterway. The model for calculating the tidal window period is as follows:

[0088] maxC = T Ej -T Sj(1)

[0089]

[0090] H i = h i ′ + h i + (L i - L′) (5)

[0091] H′ j = d j + UKC j (6)

[0092] F i = {0,1} (7)

[0093]

[0094] T Sj = T 1j (10)

[0095] T Ej = T′ 1j - t 1j (11)

[0096]

[0097] T′ 1j ≥ T 1j , T nj ′ ≥ T nj , T Ej ≥ T Sj (15)

[0098] Wherein:

[0099] j: Vessel number, j ∈ N + ;

[0100] T Sj : Starting time of the fine - segmented rising - tide window period for vessel j to enter the port on the long channel;

[0101] T Ej : Ending time of the fine - segmented rising - tide window period for vessel j to enter the port on the long channel;

[0102] S i : Length of the i - th section of the long channel;

[0103] i: Section number, i = 1, 2, …, m + k + 1;

[0104] Average speed of vessel j sailing in the i - th section of the long channel;

[0105] tij : The flood duration of ship j in the i-th section of the long waterway;

[0106] m: The number of tide gauging stations in the long waterway;

[0107] k: The number of clustering centers, that is, the number of key changing ship positions;

[0108] L P : The vertical distance between the chart depth datum and the mean sea level of the key changing section of the ship's navigation behavior;

[0109] L A : The vertical distance between the chart depth datum and the mean sea level of the tide prediction station A;

[0110] R P : The tidal range of the key changing section of the ship's navigation behavior;

[0111] R A : The tidal range of the controlled section of the tide prediction station A;

[0112] h: The tide level at any time t (t min ≤t≤t max );

[0113] (t imax ,h imax ): The tide time and tide level of the high tide in the i-th section;

[0114] (t imin ,h imin ): The tide time and tide level of the low tide in the i-th section;

[0115] H i : The actual water depth of the i-th section of the long waterway;

[0116] h i ′: The chart water depth of the i-th section of the long waterway;

[0117] h i : The tide level of the i-th section of the long waterway;

[0118] L i : The vertical distance between the chart depth datum and the mean sea level of the i-th section;

[0119] L′: The vertical distance between the tide level datum and the mean sea level;

[0120] H′ j : The available draft when ship j enters the port;

[0121] d j : The actual draft of ship j;

[0122] UKC j: The ship's extra depth of water, which is rated at 15% of the ship's actual draft in this article;

[0123] F i (0 - 1): Decision variable. When the actual water depth of each section of the long channel continuously satisfies being greater than the ship's utilized water depth during each tidal duration, F i is 0; otherwise, F i is 1;

[0124] T 1j : The start time of the tidal current for the first section of ship j;

[0125] T′ 1j : The end time of the tidal current for the first section of ship j;

[0126] T nj : The start time of the tidal current for the last section of the large ship;

[0127] T′ nj : The end time of the tidal current for the last section of the large ship.

[0128] Then design an adaptive duration arrangement solution algorithm. This algorithm takes the ship's utilized water depth, the actual water depth of the waterway, and the average speed of the ship sailing in each section as inputs. On the basis of ensuring the continuous and safe navigation of the large ship during the tidal current into the port, it calculates the start time and end time of the tidal current window period for entering the port according to the relationship between the tidal current duration of the large ship and the size relationship between the actual water depth of the section and the ship's utilized water depth. The specific steps of the algorithm are as follows.

[0129] (1) Calculate the start time of the window period

[0130] ① When H1 = H′ j , record this moment as T1. If H1 ≥ H′ j is always satisfied within the t1 duration, then the start time of the tidal current window period is T1, and then calculate the second section. Otherwise, the tidal current fails.

[0131] ② Starting from the moment T1 + t1, if H2 ≥ H′ j is always satisfied within the t2 duration, calculate the third section. Otherwise, when H2 = H′ j , record this moment as T2, and then recalculate the start time of the tidal current window period. The start time is: T2 - t1.

[0132] ③ Starting from the moment T2 + t2, if H3 ≥ H′ j is always satisfied within the t3 duration, calculate the fourth section. Otherwise, when H3 = H′, record this moment as T3, and then recalculate the start time of the tidal current window period. The start time is: T3 - t2 - t1.

[0133] ④ And so on. When the large ship sails into the port during the tidal current to the m + k + 1 section, at T nTime starts, t m+k+1 H is always satisfied during the duration m+k+1 ≥H′ j , the tide riding is successful, and the tide riding window period starts at:

[0134] (2) Calculate the end time of the window period

[0135] ①When H1=H′ j When the time is T1′, record the time as T1′. If T1′-t1 starts, H1≥H′ is always satisfied within t1. j , the second stage of tide riding starts at T1′, and the end time of the tide riding window is: T1′-t1.

[0136] ②When time T1′ starts, if H2≥H′ within t2 j , start the third stage of tide riding with T1′+t2 as the starting time; if H2≥H′ is not satisfied within t2 starting at time T1′ j , when T1″, H2=H′ j , recalculate the end time of the tidal window period, the end time of the tidal window period is: T1′-t1-t2.

[0137] ③ Similarly, at time T′ n Start, t m+k+1 H is not always satisfied during the duration m+k+1 ≥H′ j When T′ n Time H m+k+1 =H′ j , and at t m+k+1 Satisfy H within the duration m+k+1 ≥H′ j , then the end time of the ship's tide riding window is:

[0138] S300, constructing an optimization model for ship traffic organization services in an ultra-long waterway, wherein the optimization model for ship traffic organization services in an ultra-long waterway is used to calculate and obtain various types of intelligent traffic organization service information required for ships to navigate in ultra-long waterways based on multi-source maritime data.

[0139] The intelligent computing module utilizes multi-source maritime data and calculates through the ultra-long waterway ship traffic organization model to obtain the intelligent service information required for sailing in the ultra-long waterway between 11:00 and 12:00.

[0140] The optimization model of ship traffic organization in ultra-long waterways is set as follows:

[0141] minimize∑ i∈I α i c i +βi ω i (16)

[0142]

[0143]

[0144] Wherein:

[0145] The sets and indexes are defined as follows:

[0146] I is the set of ships, I = I D ∪I O , i ∈ {1, 2…, |I|};

[0147] I D Set of dangerous goods ships, i D ∈ {1, 2,…, I D};

[0148] I O Set of other types of ships, i O ∈ {1, 2,…, I O};

[0149] E is the set of time periods for ships to arrive and depart from the port, e ∈ {1, 2,…, |E|};

[0150] T is the set of time points, t ∈ {1, 2,…, |T|};

[0151] R is the set of available tidal time windows, r ∈ {1, 2,…, |R|}.

[0152] The parameters are defined as follows:

[0153] L is the voyage distance from the anchorage to the berth, unit: nautical mile;

[0154] l is the length of the waterway, unit: nautical mile;

[0155] v i Function describing the speed and voyage of ship i from the anchorage to the berth;

[0156] v′ i Function describing the speed and voyage of ship i in the long waterway;

[0157] k is the safety interval between adjacent ships, unit: minute;

[0158] O i Berthing operation duration of ship i, unit: minute;

[0159] ρ is the time interval between adjacent tidal time windows, unit: minute;

[0160] Length of the arrival and departure time periods.

[0161] ARR i The moment when ship i arrives at the anchorage;

[0162] ETD i The estimated departure time of ship i;

[0163] The start and end moments of the tidal window r;

[0164] c i The unit berthing cost of ship i at the berth, including the penalty for being later than the latest departure time;

[0165] ω i The unit anchoring cost of ship i at the anchorage;

[0166] RT i = 1 if ship i needs to enter and leave the port along with the tidal current, otherwise equal to zero;

[0167] e is the arrival time period, otherwise equal to zero;

[0168] ws ie = 1 if ship i enters the port during period e, otherwise equal to zero;

[0169] wd ie = 1 if ship i leaves the port during period e, otherwise equal to zero;

[0170] M A sufficiently large positive number.

[0171] The decision variables are defined as follows:

[0172] = 1 if t is within the time period when ship i enters the port and maintains a safety interval, otherwise equal to 0;

[0173] ψ it = 1 if t is within the time period when ship i leaves the port and maintains a safety interval, otherwise equal to 0;

[0174] = 1 if ship i enters the port during the tidal window r, otherwise equal to 0;

[0175] = 1 if ship i leaves the port during the tidal window r, otherwise equal to 0;

[0176] A i The moment when ship i starts to enter the port, i.e., the moment of weighing anchor;

[0177] D iThe moment when ship i starts to leave the port, i.e., the moment of berth departure;

[0178] λ is 1 if ship i is scheduled after ship j, otherwise 0

[0179] f it is 1 if ship i starts to enter the port at time t, otherwise 0;

[0180] g it is 1 if ship i starts to leave the port at time t, otherwise 0;

[0181] α i The duration that ship i waits at the berth for departure;

[0182] β i The duration that ship i waits at the anchorage for entering the port.

[0183] The optimal scheduling order of ships on the waterway is obtained by solving the optimization model for ship traffic organization in the extra-long waterway. In this application, the total waiting cost of ships, including additional anchoring costs and increased berthing costs, is minimized through the objective function (16). If a ship fails to leave the port on time, the penalty cost will be included in the additional berthing cost. The constraint conditions (17)-(18) ensure a safe interval between two adjacent ships when entering and leaving the port. The safe interval is a necessary condition to prevent collisions and maintain smooth traffic in the port. The constraint conditions (19) and (20) determine whether ship i is in a safe interval state with adjacent ships at a specific moment by defining the variables and ψ it Specifically, the variable indicates whether ship i meets the safe interval condition when entering the port, while the variable ψ it indicates whether ship i meets the safe interval condition when leaving the port. The constraint condition (21) describes the relevant constraints for the start time of ship entering the port, ensuring that this time is later than the time when the ship arrives at the anchorage. The constraint condition (22) describes the relevant constraints for the start time of ship leaving the port, ensuring that this time is later than the time when the ship's operation is completed. The constraint condition (23) defines the variable α i , that is, the length of time that ship i waits at the berth for departure, which is the difference between the moment when ship i starts to leave the port and its expected departure time. The constraint condition (24) defines the variable β i, i.e., the length of time that vessel i waits at the anchorage for port entry, which is the difference between the moment when vessel i starts port entry and the time when it arrives at the anchorage. Constraint (25) specifies that each vessel must select an arrival time period to complete the arrival process. Constraints (26)-(27) stipulate that the start and completion times of vessel arrival must fall within the specified time period range. Constraint (28) specifies that each vessel must select a departure time period to complete the departure process. Constraints (29)-(30) stipulate that the start and completion times of vessel departure must fall within the specified time period range. Constraint (31) requires that tide-dependent vessels must select a suitable available tide time window (ATTW) to complete the port entry operation. Constraint (32) requires that tide-dependent vessels must select a suitable ATTW to complete the departure operation. Constraints (33)-(34) ensure that the start and completion times of tide-dependent vessel port entry must fall within the selected ATTW. Constraints (35)-(36) ensure that the start and completion times of tide-dependent vessel departure must fall within the selected ATTW. Constraint (37) ensures that dangerous goods vessels have priority over other types of vessels during the scheduling process. This priority arrangement is crucial for ensuring the safety and regulatory compliance of port operations, as the transportation of dangerous goods may require special handling and safety measures. Constraints (38)-(39) define the value ranges of the decision variables, clearly specifying the possible value ranges of each decision variable to ensure that all variables are assigned valid values.

[0184] S400. Release intelligent traffic organization service information to the vessels sailing in the ultra-long waterway.

[0185] This implementation mainly includes:

[0186] Three methods: timed broadcast, request / response, and proactive release. Among them:

[0187] Timed broadcast. Cangzhou VTS will regularly broadcast information to the vessels sailing in the ultra-long waterway of the comprehensive port area, such as wind direction and speed, vessel density at key points, etc.

[0188] Request / response. The vessels in the ultra-long waterway can seek help when needed. For example, request feasible tide times and port entry / exit plans.

[0189] Proactive release. Any information considered to pose a threat to the vessels in the ultra-long waterway, such as whether overtaking is allowed and bridge passage rules, will be sent by Cangzhou VTS to the vessels.

[0190] In this embodiment, a dispatching experiment was conducted on the vessel traffic organization of the ultra-long waterway in the comprehensive port area of Huanghua Port during the period from 11:00 to 12:00 on February 1, 2021, and a comparison was made with the actual dispatching situation. The results are shown in Figure 3. From the comparison experiment results, it can be seen that: in the actual situation, there are many vessels within the range of #254 - #260 buoys in the comprehensive port area's ultra-long waterway, and the congestion situation is obvious. After dispatching through this system and method, the number of vessels in the corresponding range decreases, and the traffic congestion is well alleviated. This indicates that the system and method provided by the present invention can effectively alleviate the spatial congestion of the port, which helps to reduce the occurrence of accidents.

[0191] An embodiment of the present invention also discloses a vessel intelligent traffic organization service system applicable to an ultra-long waterway for implementing the above method, including:

[0192] A data collection module for acquiring multi-source maritime data and classifying and storing it;

[0193] A demand analysis module for analyzing the current traffic state of the ultra-long waterway based on multi-source maritime data, and determining the intelligent traffic organization services required by vessels traveling on the ultra-long waterway under the current traffic state. The intelligent traffic organization services include coordinating waterway and berth resources, formulating the optimal dispatching sequence, controlling the longitudinal spacing between two vessels in the same direction, and calculating the flood tide window period;

[0194] An intelligent calculation module for constructing an optimization model for vessel traffic organization services in the ultra-long waterway. The optimization model for vessel traffic organization services in the ultra-long waterway is used to calculate and obtain various types of intelligent traffic organization service information required for vessels to navigate in the ultra-long waterway based on multi-source maritime data;

[0195] A service publishing module for publishing intelligent traffic organization service information to the vessels navigating in the ultra-long waterway.

[0196] For the vessel intelligent traffic organization service system applicable to an ultra-long waterway of the present invention, since it corresponds to the vessel intelligent traffic organization service method applicable to an ultra-long waterway in the above embodiment, the description is relatively simple. For relevant similarities, please refer to the description of the vessel intelligent traffic organization service method applicable to an ultra-long waterway in the above embodiment, and details will not be described here.

[0197] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements for some or all of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A ship intelligent traffic organization service method suitable for ultra-long waterways, characterized in that: include: S100, acquiring multi-source maritime data and storing them by categories; S200, analyzing the current traffic status of the ultra-long waterway based on multi-source maritime data, and determining the intelligent traffic organization services required for ships traveling on the ultra-long waterway under the current traffic status, wherein the intelligent traffic organization services include coordinating waterway and berth resources, formulating an optimal scheduling sequence, and controlling the longitudinal spacing between two ships in the same direction; S300, constructing an optimization model for ship traffic organization service in an ultra-long waterway, wherein the optimization model for ship traffic organization service in an ultra-long waterway is used to calculate and obtain various types of intelligent traffic organization service information required for ships to navigate in an ultra-long waterway based on multi-source maritime data; S400. Release intelligent traffic organization service information to ships sailing in the ultra-long waterway.

2. According to claim 1, a ship intelligent traffic organization service method suitable for ultra-long waterways is characterized in that: The intelligent traffic organization service also includes calculating the tide window period.

3. According to claim 1, a ship intelligent traffic organization service method suitable for ultra-long waterways is characterized in that: The multi-source maritime data includes: hydrological data, meteorological data, AIS data, electronic nautical chart data, ship entry and exit plan data, berth basic data, channel basic data and anchorage basic data.

4. The method for intelligent traffic organization service for ships in ultra-long waterways according to claim 3 is characterized in that: Classify and store multi-source maritime data, including: establishing attribute database, spatiotemporal database and knowledge database, among which: The attribute database is used to store basic information of participants in traffic organization, including information about users, authorization and transportation; The spatiotemporal database is used to store data obtained through observation and calculation, including environmental data and ship planning information; The knowledge database is used to store traffic permits, law enforcement information, anchorages, berths and waterway information within the port area.

5. The method for intelligent ship traffic organization service applicable to ultra-long waterways according to claim 1 is characterized in that: The ultra-long waterway ship traffic organization optimization model is set as: in: The collection and index are defined as follows: I ship gathering, I=I D ∪I O ,i∈{1,2…,|I|}; I D Dangerous Goods Ship Collection,i D ∈{1,2,…,I D }; I O Other types of ships collection,i O ∈{1,2,…,I O }; E is the set of ship arrival and departure time periods, e∈{1,2,…,|E|}; A set of T time points, t∈{1,2,…,|T|}; R is the set of available tidal time windows, r∈{1,2,…,|R|}; The parameters are defined as follows: L is the distance from the anchorage to the berth, in nautical miles; l Channel length, unit: nautical miles; v i Function describing the speed and distance of ship i from anchorage to berth; v′ i Function describing the speed and range of ship i in a long channel; kSafety interval between adjacent ships, unit: minutes; O i Berthing operation duration of ship i, unit: minutes; ρ is the time interval between adjacent tidal time windows, unit: minutes; TO The length of the arrival and departure time periods. ARR i The time when vessel i arrives at the anchorage; ETD i The estimated departure time of vessel i; The start and end times of the tidal window r; c i Unit berthing cost of vessel i at berth, including penalty for departure later than the latest departure time; ω i Unit anchoring cost of ship i at anchorage; RT i =1 if ship i needs to enter or leave the port in accordance with the tide, otherwise it is equal to zero; e is the arrival period, otherwise it is equal to zero; ws ie = 1 if ship i enters the port in time period e, otherwise equal to zero; wd ie = 1 if ship i leaves the port in time period e, otherwise equal to zero; M is a sufficiently large positive number; The decision variables are defined as follows: If t is within the time period when ship i enters the port and maintains a safe interval, it is 1, otherwise it is 0; ψ it If t is within the time period when ship i leaves the port and maintains a safe interval, it is 1, otherwise it is 0; If ship i enters the port during tidal window r, it is 1, otherwise it is 0; If ship i leaves the port in tidal window r, it is 1, otherwise it is 0; A i The time when ship i starts to enter the port, that is, the time of weighing anchor; D i The time when vessel i starts to leave the port, i.e. the time of departure; λ is 1 if ship i is scheduled after ship j, otherwise it is 0 f it If ship i starts to enter the port at time t, it is 1, otherwise it is 0; g it If ship i starts to leave the port at time t, it is 1, otherwise it is 0; α i The length of time that vessel i waits at berth for departure; β i The length of time that vessel i waits at anchorage to enter the port.

6. The method for intelligent traffic organization service for ships applicable to ultra-long waterways according to claim 1 is characterized in that: Publishing intelligent traffic organization service information to the ship sailing in the ultra-long waterway includes publishing intelligent traffic organization services in three ways: timed broadcast, request / response, and active publishing, wherein: The timed broadcast means that the VTS will broadcast information to ships sailing in the ultra-long waterway on a regular basis; The request / response is: ships in the ultra-long channel can seek help when needed; The active release means that any information that is considered to be a threat to ships in the ultra-long waterway will be sent to the ships by the VTS.

7. A ship intelligent traffic organization service system applicable to ultra-long waterways, used to implement the method according to any one of claims 1 to 6, characterized in that: include: Data collection module, used to obtain multi-source maritime data and store them in categories; A demand analysis module is used to analyze the current traffic status of the ultra-long waterway based on multi-source maritime data, and determine the intelligent traffic organization services required by ships traveling on the ultra-long waterway under the current traffic status. The intelligent traffic organization services include coordinating waterway and berth resources, formulating the optimal scheduling sequence, and controlling the longitudinal spacing between two ships in the same direction; An intelligent computing module is used to construct an optimization model for ship traffic organization services in ultra-long waterways, wherein the optimization model for ship traffic organization services in ultra-long waterways is used to calculate and obtain various types of intelligent traffic organization service information required for ships to navigate in ultra-long waterways based on multi-source maritime data; The service publishing module is used to publish intelligent traffic organization service information to the ships sailing in the ultra-long waterway.

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