Lock passing capacity mining method and system based on ship passing behavior control

Abstract

The present invention discloses a method and system for mining the ship lock capacity based on ship lock behavior control. The method includes: determining lock navigation characteristic parameters; generating ship lock behavior characteristic data; establishing a comprehensive model of the relationship between the following distance and speed of ships entering and exiting the lock; optimizing the ship entry and exit distance, speed, and following distance to improve the lock efficiency and capacity; calculating the impact of a single ship lock behavior control on the lock operation efficiency; and generating the lock's ultimate capacity under the conditions of ship lock behavior control. The present invention provides a technical solution for mining the ship lock capacity based on ship lock behavior control, providing important technical support for improving the lock's operating efficiency and capacity, and also providing an important reference basis for evaluating the potential space for tapping the lock's capacity.

Description

Technical Field

[0001] The present invention belongs to the field of water transportation, and specifically relates to a method and system for mining the ship lock passing capacity based on ship lock passing behavior control. Background Art

[0002] Ship locks, as key navigation facilities on the main channels of inland waterways, have promoted the development of inland waterway transportation. However, they have also become a bottleneck for inland waterway navigation due to the significantly lower average speed of ships passing through the locks compared to the main channel and the long waiting time for ships to enter the locks. With the rapid development of the inland waterway economy, the bottleneck effect of ship locks has become increasingly prominent. Their throughput capacity directly restricts the overall traffic level of the main shipping lines. Therefore, it is urgent to improve the throughput capacity of ship locks to ensure the smooth flow of the inland waterway network.

[0003] Under fixed external navigation conditions, a lock's capacity is primarily determined by its operational efficiency. The longer a ship transits through the lock, the lower its operational efficiency and the smaller its capacity. Conversely, the shorter the transit time, the higher its operational efficiency and the greater its capacity. For a single-stage lock, ship entry and exit time typically accounts for 80% of the transit time, a crucial factor affecting lock operational efficiency, while lock equipment operating time accounts for only approximately 20%. Because the operating time of lock equipment, such as filling, draining, and gate opening and closing, is closely related to the upstream and downstream water level differential, the lock's size, and the filling and draining methods, there is limited room for optimizing the operating time of existing lock equipment. Therefore, improving lock capacity through controlling ship transit behavior has become a key approach to unlocking the potential of lock capacity.

[0004] Previous studies on lock capacity have primarily focused on analyzing the impact of scheduling rules or lock scheduling. For example, some studies have focused on traffic flow conflicts during the combined operation of multiple parallel locks, proposing corresponding simulation and analysis methods. Others have considered the presence of ships in waiting areas and constructed lock capacity calculation models. Still others have proposed optimized scheduling schemes for the impact of uneven water diversion and non-constant flow generated by lock filling and release on the capacity of water diversion hub locks. However, existing technologies have not considered the impact of changes in ship behavior on lock operation efficiency and capacity. Furthermore, due to a lack of research on ship behavior control, it is impossible to quantitatively assess the impact of behavior control on lock capacity. This not only hinders the accurate assessment of lock capacity potential but also has the potential to negatively impact the formulation and implementation of major engineering projects. Summary of the Invention

[0005] The present invention aims to optimize the ship's lock-passing behavior, establish a model for the relationship between the ship's entry and exit distance and speed, calculate the impact of behavioral changes on the lock's operating efficiency, generate the lock's ultimate passing capacity under control conditions, and provide a reference basis for tapping the potential of the lock's passing capacity.

[0006] In response to the above-mentioned defects or improvement needs of the prior art, as a first aspect of the present invention, the present invention provides a method for mining the ship lock passing capacity based on ship passing behavior control, comprising:

[0007] S1. Determine lock navigation characteristic parameters based on lock operation data;

[0008] S2. Generate ship passing behavior characteristic data based on the trajectory data collected by the ship-borne positioning device;

[0009] S3. Develop a comprehensive model of the relationship between the following distance and speed of ships entering and leaving the lock based on the average following distance and speed data for each entry and exit link;

[0010] S4. Ship passing behavior control improves the lock operation efficiency and throughput capacity by optimizing the distance, navigation speed and following distance of ships entering and leaving the lock; The ship running distance, average speed and average following distance of the link are 、 、 , combined with the navigation characteristic parameters of the lock determined in S1, the ship entry and exit after the lock behavior control is calculated Sailing time of the link ;

[0011] S5. When one of the ship's running distance, average speed, and average following distance in the lock entry and exit process changes after the ship's lock entry and exit behavior is controlled, while the other lock entry and exit behaviors remain unchanged, the lock entry and exit behavior parameters in S1, the ship's lock entry and exit behavior characteristic data in S2, and the ship's lock entry and exit behavior characteristics data in S4 after the lock entry and exit behavior control are combined. Sailing time of the link Calculate the impact of the lock-passing behavior change on the lock operation efficiency ;

[0012] S6. After the ship passing through the lock is controlled, when the ship running distance, average speed and average following distance of each link in and out of the lock are changed, the ship entering and leaving the lock after the lock behavior control in S4 is combined with the lock navigation characteristic parameters in S1 and the ship entering and leaving the lock after the lock behavior control in S4. Sailing time of the link Calculate the ultimate capacity of the lock under the control of lock behavior .

[0013] Furthermore, the navigation characteristic parameters of the ship lock in S1 include:

[0014] Number of ships passing through the lock at one time , Tonnage of ships passing through the lock at one time , Equipment operating time when the lock is in upward operation , Equipment operating time when the lock is running downward , and the annual navigation time of the lock .

[0015] Furthermore, the ship passing through the lock behavior characteristic data in S2 includes: The distance of ships entering and leaving the lock , sailing time , average speed ; Combined with the navigation characteristic parameters of the lock described in S1, the entry and exit parameters are calculated Average following distance of ships in the link , the calculation formula is as follows:

[0016] ,

[0017] Where, Indicates the number of ships passing through the lock at one time; The smaller it is, the tighter the ship queues will be and the shorter the time it takes to pass through the lock.

[0018] Furthermore, the average speed The specific calculation method is:

[0019] For the Entry and exit links , assuming that there are Ships passing through the lock, The ship's speed through the lock is , then the average speed for:

[0020] ,

[0021] in, For the Average speed of ships entering and leaving the lock; For the Entry and exit stages The average speed of the ship passing through the lock, For the The number of ships passing through the lock in each link, They represent four entry and exit links: upward entry, upward exit, downward entry and downward exit.

[0022] Furthermore, after the ship passing through the lock is controlled in S4, the ship enters and exits the lock. The specific method for determining the ship's operating distance, average speed, and average following distance in the link is as follows:

[0023] After the ship passes through the lock, the ship enters and exits the lock Ship running distance of the link , sailing speed , following distance , respectively determined according to the following methods:

[0024] ,

[0025] in, The minimum operating distance threshold is determined based on the layout of the lock and the maximum length of the ship passing through the lock, and its value shall not be less than the maximum length of the ship passing through the lock; For ships in Run distance parameter for initial association of links;

[0026] The minimum entry and exit speeds are set to as well as ; For the gate entry link , ; For the exit link , Where Representative ships in The initial associated navigation speed of each lock-passing link;

[0027] Assume the safety time threshold is The unit is seconds, then the safety distance threshold for:

[0028] ,

[0029] The following distance after control is:

[0030] ,

[0031] in, Calculated based on the comprehensive model of the relationship between the following distance and speed of ships entering and leaving the lock in S3:

[0032] ,

[0033] in, Indicates that the ship is The initial associated following distance of each gate-passing link; and is the model coefficient.

[0034] Furthermore, after the lock-passing behavior control in S4, the ship enters and exits the lock Sailing time of the link The calculation method is:

[0035] ,

[0036] in, This is the number of ships passing through the lock at one time.

[0037] Furthermore, the impact of the lock-passing behavior change in S5 on the lock operation efficiency The specific calculation method is:

[0038] ,

[0039] Where, They represent four entry and exit links: upward entry, upward exit, downward entry and downward exit.

[0040] Furthermore, the specific calculation method of the ultimate passing capacity of the ship lock under the lock-passing behavior control condition in S6 is:

[0041] Combined with the equipment running time when the lock is running upward , Equipment operating time when the lock is running downward And the ships entering and leaving the lock after the lock behavior control Sailing time of the link Calculate the ship's one-time lock-passing time under the lock-passing behavior control conditions :

[0042] ,

[0043] Combined with the tonnage of ships passing through the lock at one time , calculate the ultimate passing capacity of the lock under the control of lock behavior :

[0044] ,

[0045] Among them, the ultimate passing capacity It is the core indicator for evaluating the navigation potential of locks.

[0046] As a second invention of the present invention, a system for mining the ship lock passing capacity based on ship lock passing behavior control is provided, comprising:

[0047] A ship lock navigation characteristic parameter determination unit, used to determine the ship lock navigation characteristic parameters based on the ship lock operation data;

[0048] A ship passing lock behavior characteristic data generating unit, used to generate ship passing lock behavior characteristic data in combination with trajectory data collected by the ship-borne positioning device;

[0049] Following distance and speed relationship model building unit, used to establish a comprehensive model of the relationship between the following distance and speed of ships entering and leaving the lock based on the average following distance and speed data of each entry and exit link;

[0050] The navigation time calculation unit after the lock behavior control is used for ship lock behavior control to improve the lock operation efficiency and passing capacity by optimizing the control of the ship's entry and exit distance, navigation speed and following distance; The ship running distance, average speed and average following distance of the link are 、 、 , combined with the navigation characteristic parameters of the lock determined in S1, the ship entry and exit after the lock behavior control is calculated Sailing time of the link ;

[0051] The efficiency impact calculation unit of single behavior change is used to calculate the efficiency impact of single behavior change when one of the ship running distance, average speed and average following distance in the entry and exit links after the ship passing through the lock behavior control changes, while the other passing through the lock behaviors remain unchanged, combining the lock navigation characteristic parameters in S1, the ship passing through the lock behavior characteristic data in S2 and the ship entering and exiting the lock after the passing through the lock behavior control in S4. Sailing time of the link Calculate the impact of the lock-passing behavior change on the lock operation efficiency ;

[0052] The calculation unit of the limit passing capacity under the control of ship passing behavior is used to calculate the limit passing capacity under the control of ship passing behavior. When the three kinds of ship passing behaviors, namely, ship running distance, average speed and average following distance, change in each link of entering and leaving the lock, the calculation unit combines the navigation characteristic parameters of the lock in S1 and the ship entering and leaving the lock after the control of ship passing behavior in S4. Sailing time of the link The ultimate passing capacity of the lock under the conditions of lock-passing behavior control is calculated.

[0053] As the third invention of the present invention, a computer-readable storage medium is also provided, on which a computer program is stored, and the computer program is executed by a processor to perform any step of the above-mentioned method for mining the ship lock passing capacity based on the control of ship passing behavior.

[0054] In general, the above technical solutions conceived by the present invention can achieve the following beneficial effects compared with the prior art:

[0055] 1. This method, based on ship-passing behavior management and control, explores lock capacity. By constructing a parameterized model of ship-passing behavior, it abstracts the ship-passing process into three core controllable variables: travel distance, navigation speed, and following distance. This model, using trajectory data collected by ship-borne positioning devices and historical lock operation data, quantitatively analyzes ship entry and exit behavior, establishes a relationship model between following distance and speed, and reveals the operational patterns of ship formations, providing a theoretical basis for behavior management and control.

[0056] 2. This method, based on ship-passing behavior management, uses a hierarchical constraint optimization strategy to manage ship-passing behavior. It determines safe operating distance thresholds based on the lock layout and ship size, sets entry and exit speed limits based on shipping regulations, and constrains following distances using safe time thresholds. This mechanism ensures ship safety while reducing ineffective spacing and improving lock operation efficiency.

[0057] 3. The method for mining the lock capacity based on the behavior control of ship passing through the lock of the present invention quantifies the impact of behavior control on the lock capacity through dynamic efficiency evaluation and potential prediction models, compares the equipment operation time and entry and exit time before and after the control, calculates the improvement ratio of operating efficiency, and combines the annual navigation time and the tonnage passing through the lock at a single time to construct a limit capacity prediction model to predict the cargo transportation potential of the lock under different control intensities, provide decision support for shipping management, and achieve a technological breakthrough in mining the lock capacity through behavior optimization. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] Figure 1 is a principle block diagram of an embodiment of the present invention;

[0059] Figure 2 This is a schematic diagram of the ship lock arrangement according to an embodiment of the present invention;

[0060] Figure 3 This is a graph showing the annual changes in cargo volume passing through a ship lock according to an embodiment of the present invention;

[0061] Figure 4 This is a diagram showing the relationship between ship following distance and ship speed according to an embodiment of the present invention;

[0062] Figure 5 2 is a diagram of system units according to an embodiment of the present invention. DETAILED DESCRIPTION

[0063] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only intended to illustrate the present invention and are not intended to limit the present invention. In addition, the technical features involved in the various embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.

[0064] Example 1

[0065] Please refer to Figure 1 This embodiment 1 provides a method for mining the ship lock passing capacity based on ship passing behavior control, including:

[0066] S1. Determine lock navigation characteristic parameters based on lock operation data;

[0067] S2. Generate ship passing behavior characteristic data based on the trajectory data collected by the ship-borne positioning device;

[0068] S3. Develop a comprehensive model of the relationship between the following distance and speed of ships entering and leaving the lock based on the average following distance and speed data for each entry and exit link;

[0069] S4. Ship passing behavior control improves the lock operation efficiency and throughput capacity by optimizing the distance, navigation speed and following distance of ships entering and leaving the lock; The ship running distance, average speed and average following distance of the link are 、 、 , combined with the navigation characteristic parameters of the lock determined in S1, the ship entry and exit after the lock behavior control is calculated Sailing time of the link ;

[0070] S5. When one of the ship's running distance, average speed, and average following distance in the lock entry and exit process changes after the ship's lock entry and exit behavior is controlled, while the other lock entry and exit behaviors remain unchanged, the lock entry and exit behavior parameters in S1, the ship's lock entry and exit behavior characteristic data in S2, and the ship's lock entry and exit behavior characteristics data in S4 after the lock entry and exit behavior control are combined. Sailing time of the link Calculate the impact of the lock-passing behavior change on the lock operation efficiency ;

[0071] S6. After the ship passing through the lock is controlled, when the ship running distance, average speed and average following distance of each link in and out of the lock are changed, the ship entering and leaving the lock after the lock behavior control in S4 is combined with the lock navigation characteristic parameters in S1 and the ship entering and leaving the lock after the lock behavior control in S4. Sailing time of the link Calculate the ultimate capacity of the lock under the control of lock behavior .

[0072] This embodiment further explains the above method steps.

[0073] This embodiment 1 provides a method for generating the maximum capacity of a ship lock based on ship passing behavior control. The lock is a single-stage lock, the lock approach channel is equipped with berthing facilities, and the lock adopts a bidirectional operation mode. The time it takes for ships to enter and exit the lock is a key factor affecting the efficiency of the lock. Ships passing the lock include four entry and exit links: upward entry, upward exit, downward entry, and downward exit. Controlling ship passing behavior and improving lock operation efficiency are important measures to realize the potential of the lock's capacity. The following steps are included:

[0074] (1) Determine the navigation characteristic parameters of the lock

[0075] Determine the statistical interval according to design needs , check the operation data within this interval to determine the total number of ship lock operations within the statistical period is The total number of ships passing through the locks during the same period was , then the average number of ships passing through the lock in a single time is for:

[0076] ,

[0077] Assume that the total tonnage of ships passing through the lock during the statistical period is , then the average tonnage of ships passing through the lock in a single time is for:

[0078] ,

[0079] When the ship lock is in the upward operation, the equipment operation time is the cumulative time of the three links: closing the lower gate, filling the lock chamber with water, and opening the upper gate:

[0080] ,

[0081] Where, The time it takes to close the lower gate (depending on the speed of the gate's mechanical movement); The time it takes for the lock chamber to be filled (related to the upstream and downstream water level difference, the filling and discharge method, and the size of the lock); The opening time of the upper gate (affected by the gate structure and drive system);

[0082] When the ship lock is in downstream operation, the equipment operation time is composed of the sum of the time for closing the upper gate, draining the lock chamber, and opening the lower gate:

[0083] ,

[0084] Where, The closing time of the upper gate; is the discharge time of the lock chamber (constrained by the water level difference and discharge efficiency); The time when the lower gate opens.

[0085] Ship lock Annual uptime is , then the annual navigation time The maximum normal operating time in each year is:

[0086] ,

[0087] In the absence of relevant data, the maximum number of times the ship lock is operated per year shall be used. and average gate time Calculated by the following formula:

[0088] ,

[0089] It indicates the maximum number of times a ship lock can be operated in a year, which is limited by factors such as equipment maintenance and scheduling efficiency; It is the average time taken for a single lock passage, including the time for the ship to enter and exit the lock and the time for equipment operation.

[0090] (2) Generation of ship passing lock behavior characteristic data

[0091] Please refer to Figure 2 The berthing facilities set up upstream and downstream of the lock are located at AB and EF respectively, and their lengths are the same as the effective length of the lock chamber. Ships wait for the lock at the berthing facilities on the pilot channel according to their berthing positions in the lock chamber. The distances for ships entering and exiting the lock are determined according to their berthing positions at the berthing facilities and in the lock chamber. The distance for ships entering the lock is the distance from the berthing position on the pilot channel to the berthing position in the lock chamber, and the distance for ships leaving the lock is the distance from the berthing position in the lock chamber to the berthing building.

[0092] Assume that the effective length of the lock chamber is , the lengths of the upstream berthing facility AB and the downstream berthing facility EF are both equal to ; Based on the position relationship between the ship in the pilot channel and the lock chamber, define:

[0093] Upward gate running distance Distance from the down gate The lengths of the EC segments are:

[0094] ,

[0095] Upward exit running distance Running distance from the down gate The lengths of the BD segments are:

[0096] ,

[0097] During the busy period of the lock, the ship trajectory data is collected by ship-borne positioning devices (such as Beidou terminals) with the lock times as the analysis unit, and the average sailing time of each link is calculated: the average sailing time for upstream entry , Average sailing time for upstream exit , average sailing time for downstream entry , average sailing time for downstream exit ;

[0098] For the Entry and exit links , assuming that there are Ships passing through the lock, The ship's speed through the lock is , then the average speed for:

[0099] ,

[0100] in, For the Average speed of ships entering and leaving the lock; For the Entry and exit stages The average speed of the ship passing through the lock, For the The number of ships passing through the lock in each link, They represent four entry and exit links: upward entry, upward exit, downward entry and downward exit.

[0101] In determining the running distance of each link of ship entering and leaving the lock , sailing time , average speed Then, the number of ships passing through the lock obtained in step S1 is combined , the ship passing through the lock can be regarded as the navigation process of the fleet, and the fleet passing through the lock can be described by the following behavior between ships, which is conducive to exploring the characteristics of ship passing through the lock.

[0102] Considering the ship passing through the lock as a continuous sailing process of the fleet, the following parameters are set:

[0103] The number of ships passing through the lock at one time is ;No. The running distance of each entry and exit link is , They represent the four entry and exit links, namely, upward entry, upward exit, downward entry, and downward exit. The average navigation time of this link is , the average speed is The average following distance between ships is ;

[0104] Then for the The first ship sails a distance of , the total following mileage of the following ship is ; Total distance travelled by its fleet Calculated by the following formula:

[0105] ,

[0106] The sailing time relationship is:

[0107] ,

[0108] The average following distance is eliminated by the simultaneous equations We can get:

[0109] ,

[0110] Where, Indicates the number of ships passing through the lock at one time; The smaller it is, the tighter the ship queues will be and the shorter the time it takes to pass through the lock.

[0111] (3) Modeling the relationship between following distance and speed

[0112] After obtaining the average speed and average following distance of ships entering and exiting the lock in the upward direction, entering and exiting the lock in the downward direction, and exiting the lock in the downward direction according to step S2, a comprehensive model of the relationship between the following distance and speed of ships entering and exiting the lock is established to enhance the adaptability of the model. A linear relationship model is preferably used: ,

[0113] in, , are the following distance and the average speed of the ship, and is the model coefficient.

[0114] (4) Calculation of navigation time after lock-passing behavior control

[0115] From the navigation process of S2 fleet, when controlling the ship passing through the lock, the ship’s running distance, sailing speed and following distance can be optimized to affect the lock’s operation efficiency and passing capacity. Ship running distance of the link , sailing speed , following distance , respectively determined according to the following methods:

[0116] ,

[0117] in, The minimum operating distance threshold is determined based on the layout of the lock and the maximum length of the ship passing through the lock, and its value shall not be less than the maximum length of the ship passing through the lock; For ships in Run distance parameter for initial association of links;

[0118] According to the specification, the minimum entry and exit speeds are as follows: as well as ; For the gate entry link , ; For the exit link , Where Representative ships in The initial associated navigation speed of each lock-passing link;

[0119] Assume the safety time threshold is The unit is seconds, then the safety distance threshold for:

[0120] ,

[0121] The following distance after control is:

[0122] ,

[0123] in, Calculated based on the comprehensive model of the relationship between the following distance and speed of ships entering and leaving the lock in S3:

[0124] ,

[0125] in, Indicates that the ship is The initial associated following distance of each gate-passing link; and is the model coefficient.

[0126] In some specific preferred embodiments: According to the specification, when the average speed entering the lock is less than 1.0m / s, 1.0m / s is used; when the average speed leaving the lock is less than 1.4m / s, 1.4m / s is used; when the average speed entering the lock is greater than 1.0m / s or the average speed leaving the lock is greater than 1.4m / s, from a safety perspective, there is little room for optimizing the ship's speed, and the speed of the ship passing the lock remains unchanged after behavior control.

[0127] By ship's speed It is determined that the ship following distance and speed relationship model obtained by S3 can be used to calculate the ship following distance when no control is performed based on the ship sailing speed. When the ship following distance is greater than the 2-minute ship sailing distance, the 2-minute ship sailing distance is taken as the ship following distance after behavior control. When the ship following distance is less than the 2-minute ship sailing distance, from a safety perspective, there is little room for optimization of the ship following distance, and the ship following distance in this link remains unchanged after behavior control.

[0128] Furthermore, combined with the number of ships passing through the lock obtained in S1, The following formula is used to calculate the number of ships entering and leaving the lock after the lock behavior control Sailing time of the link :

[0129] ,

[0130] in, This is the number of ships passing through the lock at one time.

[0131] (5) Calculation of the efficiency impact of a single behavior change

[0132] Control of gate crossing behavior The average sailing time of the ship is ; After the gate behavior is controlled, the gate enters and exits The average sailing time of the ship is ; The tonnage of a ship passing through the lock in a single time is , Annual navigation time of the lock , Equipment operating time when the lock is in up and down operation and , the analysis can be achieved as follows:

[0133] When one of the ship's running distance, average speed, and average following distance in the ship's entry and exit stages changes after ship passing behavior control, while the other ship passing behaviors remain unchanged, the impact of the lock passing behavior change on the lock's operating efficiency is calculated as follows: for:

[0134] ,

[0135] Where, They represent four entry and exit links: upward entry, upward exit, downward entry and downward exit.

[0136] (6) Calculation of the maximum passing capacity under gate-crossing behavior control

[0137] After the ship passing through the lock is controlled, when the ship running distance, average speed and average following distance of each link in and out of the lock are changed, combined with the equipment running time when the lock is running upwards, the ship will be , Equipment operating time when the lock is running downward And the ships entering and leaving the lock after the lock behavior control Sailing time of the link Calculate the ship's one-time lock-passing time under the lock-passing behavior control conditions :

[0138] ,

[0139] Combined with the tonnage of ships passing through the lock at one time , calculate the ultimate passing capacity of the lock under the control of lock behavior :

[0140] ,

[0141] Among them, the ultimate passing capacity It is the core indicator for evaluating the navigation potential of locks.

[0142] Furthermore, this embodiment 1 illustrates the technical effects of the present invention in combination with specific experiments:

[0143] See Figure 3 A river hub has four ship locks. Lock No. 1 is a 2,000-ton lock and Lock No. 2 is a 1,000-ton lock, both of which entered operation in 2007. Locks No. 3 and No. 4, both of which are 3,000-ton locks, entered operation in 2015. Following the operation of Locks 3 and 4, cargo volume passing through the hub increased rapidly, reaching 61.38 million tons in 2015, and surpassing the 100 million and 151 million ton mark in 2018 and 2020, respectively, demonstrating explosive growth. However, from 2020 to 2022, cargo volume growth slowed for three consecutive years, and waiting times for ships gradually increased. In 2020, 2021, and 2022, the average waiting times for ships passing through the locks were 18 hours, 33.4 hours, and 39.3 hours, respectively, indicating that the locks' capacity was saturated. In 2022, the total cargo volume passing through the four locks was 155 million tons, of which the downstream cargo volume of Locks 3 and 4 was 96.39 million tons (due to the incision of the riverbed downstream of the hub, the dry water level dropped, and the No. 1 and No. 2 locks operated unstable during the dry season), which has reached 101.9% of the designed capacity (94.56 million tons). It is urgent to control the behavior of ships passing through the locks to improve the lock capacity and ensure the high-quality development of the golden waterway.

[0144] To verify the effectiveness of the present invention, we use Lock No. 3 as an example. Based on the lock's layout and scheduling method, combined with historical ship trajectories collected by ship-borne BeiDou intelligent terminals, it can be determined that ships waiting for entry at the upstream and downstream pilot channel piers await lock entry. Ships exiting the lock exit directly from the lock chamber. When the last ship in the lock chamber passes the nearest pier, the piered ship can enter the lock. The nearest piers on the upstream and downstream pilot channels are both 320 meters from the lock chamber, and the effective length of the lock chamber is 340 meters. Based on this, the calculated travel distance for ships entering, exiting, entering, and exiting the lock is 660 meters.

[0145] Based on the historical trajectory of ships collected by the Beidou intelligent terminal on Xijiang ships, combined with the lock scheduling operation data, 1,000 upstream and downstream lock operations were selected, and the average sailing time of ships in each link of upstream entry, upstream exit, downstream entry, and downstream exit was statistically analyzed. The results were 41.3 minutes, 18.2 minutes, 40 minutes, and 24.1 minutes respectively. The equipment operation time during the upstream and downstream operations of the lock was 24.1 minutes. and Both are 25 minutes.

[0146] According to the historical data of the ship-borne Beidou terminal, the average speeds of ships entering, exiting, entering and exiting Lock No. 3 are calculated to be 0.84m / s, 2.34m / s, 0.64m / s and 1.3m / s respectively.

[0147] According to the lock operation data, the number of ships passing through Lock No. 3 at one time can be calculated. =9.

[0148] Further, see Figure 4 From S2, we can calculate that the average following distances of ships entering the lock upward, exiting the lock upward, entering the lock downward, and exiting the lock downward are 170m, 237m, 110m, and 152m respectively. From the following distance and the average speed of the ship corresponding to this link, we can calculate the relationship model between the following distance and the speed as follows:

[0149] ,

[0150] Where: is the ship following distance, The ship speed.

[0151] To improve the efficiency and throughput of the locks, three ship behavior control methods can be adopted: reducing the distance traveled by ships, reasonably increasing the speed of ships passing through the locks, and shortening the following distance. Under these ship behavior control measures, the berthing facilities will be moved further toward the lock chamber. However, to facilitate ship entry, the stopping position of the two-way locks cannot be less than the maximum ship length. Based on lock data, the closest stopping distance can be 120 meters, which means the stopping position can be further shortened by 200 meters, and the ship entry and exit distance will be 460 meters. If the ship's entry and exit speed and following distance remain unchanged, the upstream entry and exit times will be reduced by 4 minutes and 1.4 minutes, respectively, and the upstream passage time will be reduced by 5.4 minutes. The downstream entry and exit times will be reduced by 5.2 minutes and 2.6 minutes, respectively, and the downstream passage time will be reduced by approximately 7.8 minutes. In this scenario, the lock's operational efficiency will be improved by 7.6%.

[0152] The overall design specifications for ship locks stipulate that the design entry speed for motor vessels is 1.0 m / s and the exit speed is 1.4 m / s. If control measures are taken, the upstream entry speed can be increased from 0.84 m / s to 1.0 m / s, the downstream entry speed can be increased from 0.64 m / s to 1.0 m / s, and the downstream exit speed can be increased from 1.3 m / s to 1.4 m / s. If the upstream exit speed remains unchanged, the upstream entry time will be reduced by 4.4 minutes, the downstream entry time by 13 minutes, and the downstream exit time by 1.3 minutes. In this case, the ship lock operation efficiency will be improved by approximately 10.7%.

[0153] After implementing ship lock behavior control, ships will reduce their response time and following distances. A 2-minute sailing distance will be used as the safe following distance for ships passing through the lock. If the following distance after control is greater than this safe following distance, the safe following distance will be used as the ship following distance after control. According to calculations, the safe following distances for ships entering the lock upward, entering the lock downward, and exiting the lock downward are 101m, 77m, and 156m, respectively. Since the following distance for ships exiting the lock upward is less than the 2-minute sailing distance, the safe following distance for this link will remain at 237m after control. If the ship's operating distance and sailing speed remain unchanged, the sailing time for ships entering the lock upward, entering the lock downward, and exiting the lock downward will be reduced by 6.6 minutes, 11.1 minutes, and 1.5 minutes, respectively. In this case, the lock's operating efficiency will be improved by approximately 10.9%.

[0154] When the three behaviors of reducing the ship's operating distance, increasing the speed of ships passing through the lock, and shortening the ship's following distance occur simultaneously, the navigation time for upward entry, upward exit, downward entry, and downward exit will be reduced by 17.6 minutes, 1.4 minutes, 16.3 minutes, and 2.6 minutes respectively. The impact of the total change in ship passing behavior on the lock operation efficiency is as follows:

[0155] ,

[0156] Ship's one-time lock passing time It will be reduced from 86.8 minutes before the control to 67.8 minutes.

[0157] According to the ship lock operation data from 2018 to 2022, the year with the most lock operations of Lock 3 was 2021, with an effective lock operation of 5035 times. The average tonnage passing through the lock in 2022 before the control was 12860t. Therefore, according to S5, the maximum passing capacity of Lock 3 under the control of lock behavior can be obtained.

[0158] ,

[0159] Before the implementation of ship passing behavior control, the total cargo volume passing through the four locks in 2022 was 155 million tons, and the lock capacity was saturated. , the sum of the ultimate passing capacities of the hub's locks under the conditions of lock-passing behavior control can be calculated and the potential of lock capacity that can be tapped through ship passing behavior control :

[0160] ,

[0161] ,

[0162] By controlling the behavior of ships passing through the locks, the potential lock capacity that can be tapped is about 33.83 million tons, equivalent to 86.3% of the design capacity of Locks No. 1 and No. 2 (a total of 39.2 million tons). It is equivalent to building a new 1,000-ton lock and a 2,000-ton lock. The potential tapping effect is very significant and the economic benefits are huge.

[0163] During specific implementation, if the multi-line ship lock is in a busy operating state before control, technical personnel in this field can also generate the maximum passing capacity of the multi-line ship lock under the control conditions of ship passing behavior based on the improvement of the operating efficiency of a single ship lock.

[0164] In specific implementation, the method proposed in the technical solution of the present invention can be automatically run by those skilled in the art using computer software technology. System devices that implement the method, such as computer-readable storage media that store the corresponding computer program of the technical solution of the present invention and computer equipment that runs the corresponding computer program, should also be within the scope of protection of the present invention.

[0165] Example 2

[0166] Please refer to Figure 5 This embodiment 2 provides a ship lock capacity mining system based on ship lock passing behavior control, including:

[0167] A ship lock navigation characteristic parameter determination unit, used to determine the ship lock navigation characteristic parameters based on the ship lock operation data;

[0168] A ship passing lock behavior characteristic data generating unit, used to generate ship passing lock behavior characteristic data in combination with trajectory data collected by the ship-borne positioning device;

[0169] Following distance and speed relationship model building unit, used to establish a comprehensive model of the relationship between the following distance and speed of ships entering and leaving the lock based on the average following distance and speed data of each entry and exit link;

[0170] The navigation time calculation unit after the lock behavior control is used for ship lock behavior control to improve the lock operation efficiency and passing capacity by optimizing the control of the ship's entry and exit distance, navigation speed and following distance; The ship running distance, average speed and average following distance of the link are 、 、 , combined with the navigation characteristic parameters of the lock determined in S1, the ship entry and exit after the lock behavior control is calculated Sailing time of the link ;

[0171] The efficiency impact calculation unit of single behavior change is used to calculate the efficiency impact of single behavior change when one of the ship running distance, average speed and average following distance in the entry and exit links after the ship passing through the lock behavior control changes, while the other passing through the lock behaviors remain unchanged, combining the lock navigation characteristic parameters in S1, the ship passing through the lock behavior characteristic data in S2 and the ship entering and exiting the lock after the passing through the lock behavior control in S4. Sailing time of the link Calculate the impact of the lock-passing behavior change on the lock operation efficiency ;

[0172] The calculation unit of the limit passing capacity under the control of ship passing behavior is used to calculate the limit passing capacity under the control of ship passing behavior. When the three kinds of ship passing behaviors, namely, ship running distance, average speed and average following distance, change in each link of entering and leaving the lock, the calculation unit combines the navigation characteristic parameters of the lock in S1 and the ship entering and leaving the lock after the control of ship passing behavior in S4. Sailing time of the link The ultimate passing capacity of the lock under the conditions of lock-passing behavior control is calculated.

[0173] Example 3

[0174] This embodiment 3 also provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, it can implement any step of a method for mining the ship lock passing capacity based on the ship passing behavior control.

[0175] The computer-readable storage medium may include any medium capable of storing program code, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0176] For an introduction to the computer-readable storage medium provided in this application, please refer to the above method embodiment, and this application will not go into details here.

[0177] It will be easily understood by those skilled in the art that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A method for mining ship lock capacity based on ship lock behavior control, characterized by: include: S1. Determine lock navigation characteristic parameters based on lock operation data; S2. Generate ship passing behavior characteristic data based on the trajectory data collected by the ship-borne positioning device; S3. Develop a comprehensive model of the relationship between the following distance and speed of ships entering and leaving the lock based on the average following distance and speed data for each entry and exit link; S4. Ship passing behavior control improves the lock operation efficiency and throughput capacity by optimizing the distance, navigation speed and following distance of ships entering and leaving the lock; The ship running distance, average speed and average following distance of the link are 、 、 , combined with the navigation characteristic parameters of the lock determined in S1, the ship entry and exit after the lock behavior control is calculated Sailing time of the link ; S5. When one of the ship's running distance, average speed, and average following distance in the lock entry and exit process changes after the ship's lock entry and exit behavior is controlled, while the other lock entry and exit behaviors remain unchanged, the lock entry and exit behavior parameters in S1, the ship's lock entry and exit behavior characteristic data in S2, and the ship's lock entry and exit behavior characteristics data in S4 after the lock entry and exit behavior control are combined. Sailing time of the link Calculate the impact of the lock-passing behavior change on the lock operation efficiency ; S6. After the ship passing through the lock is controlled, when the ship running distance, average speed and average following distance of each link in and out of the lock are changed, the ship entering and leaving the lock after the lock behavior control in S4 is combined with the lock navigation characteristic parameters in S1 and the ship entering and leaving the lock after the lock behavior control in S4. Sailing time of the link Calculate the ultimate capacity of the lock under the control of lock behavior ; The specific calculation method of the ultimate ship lock capacity under the lock-passing behavior control condition in S6 is: Combined with the equipment running time when the lock is running upward , Equipment operating time when the lock is running downward And the ships entering and leaving the lock after the lock behavior control Sailing time of the link Calculate the ship's one-time lock-passing time under the lock-passing behavior control conditions : ， Combined with the tonnage of ships passing through the lock at one time , calculate the ultimate passing capacity of the lock under the control of lock behavior : ， Among them, the ultimate passing capacity As the core indicator for evaluating the navigation potential of ship locks, It is the annual navigation time of the lock.

2. A method for mining ship lock capacity based on ship lock behavior control according to claim 1, characterized in that: The navigation characteristic parameters of the lock in S1 include: Number of ships passing through the lock at one time , Tonnage of ships passing through the lock at one time , Equipment operating time when the lock is in upward operation , Equipment operating time when the lock is running downward , and the annual navigation time of the lock .

3. The method for mining ship lock capacity based on ship lock behavior control according to claim 1 is characterized in that: Said ship passing lock behavior characteristic data in S2 include: The distance of ships entering and leaving the lock , sailing time , average speed ; Combined with the navigation characteristic parameters of the lock described in S1, the entry and exit parameters are calculated Average following distance of ships in the link , the calculation formula is as follows: ， Where, Indicates the number of ships passing through the lock at one time; The smaller it is, the tighter the ship queues will be and the shorter the time it takes to pass through the lock.

4. The method for mining ship lock capacity based on ship lock behavior control according to claim 1 is characterized in that: The average speed The specific calculation method is: For the Entry and exit links , assuming that there are Ships passing through the lock, The ship's speed through the lock is , then the average speed for ， in, For the Average speed of ships entering and leaving the lock; For the Entry and exit stages The average speed of the ship passing through the lock, For the The number of ships passing through the lock in each link, They represent four entry and exit links: upward entry, upward exit, downward entry and downward exit.

5. The method for mining ship lock capacity based on ship lock behavior control according to claim 1 is characterized in that: Said S4 controls the ship's behavior of passing through the lock and then enters and exits the lock. The specific method for determining the ship's operating distance, average speed, and average following distance in the link is as follows: After the ship's passing behavior is controlled, the ship enters and exits the lock Ship running distance of the link , sailing speed , following distance , respectively determined according to the following methods: ， in, The minimum operating distance threshold is determined based on the layout of the lock and the maximum length of the ship passing through the lock, and its value shall not be less than the maximum length of the ship passing through the lock; For ships in Run distance parameter for initial association of links; The minimum entry and exit speeds are set to as well as ; For the gate entry link , ; For the exit link , Where Representative ships in The initial associated navigation speed of each lock-passing link; Assume the safety time threshold is The unit is seconds, then the safety distance threshold for: ， The following distance after control is: ， in, Calculated based on the comprehensive model of the relationship between the following distance and speed of ships entering and leaving the lock in S3: ， in, Indicates that the ship is The initial associated following distance of each gate-passing link; and is the model coefficient.

6. The method for mining ship lock capacity based on ship lock behavior control according to claim 1 is characterized in that: After the lock-passing behavior control in S4, the ships enter and exit the lock. Sailing time of the link The calculation method is: ， in, This is the number of ships passing through the lock at one time.

7. A method for mining ship lock capacity based on ship lock behavior control according to claim 2 or 3, characterized in that: The impact of the lock-passing behavior change in S5 on the lock operation efficiency The specific calculation method is: ， Where, They represent four entry and exit links: upward entry, upward exit, downward entry and downward exit.

8. A ship lock capacity mining system based on ship lock behavior control, characterized by: include: A ship lock navigation characteristic parameter determination unit, used to determine the ship lock navigation characteristic parameters based on the ship lock operation data; A ship passing lock behavior characteristic data generating unit, used to generate ship passing lock behavior characteristic data in combination with trajectory data collected by the ship-borne positioning device; Following distance and speed relationship model building unit, used to establish a comprehensive model of the relationship between the following distance and speed of ships entering and leaving the lock based on the average following distance and speed data of each entry and exit link; The navigation time calculation unit after the lock behavior control is used for ship lock behavior control to improve the lock operation efficiency and passing capacity by optimizing the control of the ship's entry and exit distance, navigation speed and following distance; The ship running distance, average speed and average following distance of the link are 、 、 , combined with the navigation characteristic parameters of the lock determined in S1, the ship entry and exit after the lock behavior control is calculated Sailing time of the link ; The efficiency impact calculation unit of single behavior change is used to calculate the efficiency impact of single behavior change when one of the ship running distance, average speed and average following distance in the entry and exit links after the ship passing through the lock behavior control changes, while the other passing through the lock behaviors remain unchanged, combining the lock navigation characteristic parameters in S1, the ship passing through the lock behavior characteristic data in S2 and the ship entering and exiting the lock after the passing through the lock behavior control in S4. Sailing time of the link Calculate the impact of the lock-passing behavior change on the lock operation efficiency ; The calculation unit of the limit passing capacity under the control of ship passing behavior is used to calculate the limit passing capacity under the control of ship passing behavior. When the three kinds of ship passing behaviors, namely, ship running distance, average speed and average following distance, change in each link of entering and leaving the lock, the calculation unit combines the navigation characteristic parameters of the lock in S1 and the ship entering and leaving the lock after the control of ship passing behavior in S4. Sailing time of the link Calculate the ultimate capacity of the lock under the control of lock behavior; The specific calculation method of the ultimate passing capacity of the ship lock under the lock-passing behavior control conditions is as follows: Combined with the equipment running time when the lock is running upward , Equipment operating time when the lock is running downward And the ships entering and leaving the lock after the lock behavior control Sailing time of the link Calculate the ship's one-time lock-passing time under the lock-passing behavior control conditions : ， Combined with the tonnage of ships passing through the lock at one time , calculate the ultimate passing capacity of the lock under the control of lock behavior : ， Among them, the ultimate passing capacity As the core indicator for evaluating the navigation potential of ship locks, It is the annual navigation time of the lock.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: The computer program is executed by a processor to implement a method for mining the ship lock passing capacity based on ship lock passing behavior control as described in any one of claims 1 to 8.

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