Port ship cooperative scheduling method and system based on Beidou positioning

Abstract

The invention provides a port ship collaborative scheduling method and system based on Beidou positioning, and relates to the technical field of collaborative scheduling, and the method comprises the steps: obtaining the real-time Beidou positioning data and physical parameters of a ship, collecting the historical sediment data in a port, and predicting the sediment change trend of a target port according to an offshore sediment mathematical model. Analyzing the influence of the sediment change trend on the physical parameters to obtain a sediment influence coefficient, and formulating a preliminary path route according to the Beidou positioning data in combination with the real-time state information of the target port; and adjusting the initial route according to the sediment influence coefficient to obtain a ship running route, and making a ship scheduling scheme according to the influence of the ship running route on different ships. And carrying out cooperation on equipment of the target port according to the ship scheduling scheme to obtain an equipment scheduling scheme. According to the coordinated dispatching method provided by the invention, the ship can avoid a sediment deposition area, the stranding risk is reduced, and the navigation safety is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of cooperative scheduling, in particular to a port ship cooperative scheduling method and system based on Beidou positioning. BACKGROUND

[0002] In the field of port ship scheduling, traditional scheduling methods rely on static channel data and experience-based decision-making, which is difficult to cope with the dynamic influence of complex hydrological environment on ship navigation, especially ignoring the key factor of port siltation and scouring, which restricts the safety and efficiency of scheduling, and there are significant technical shortcomings.

[0003] In the prior art, ship route planning is mainly based on preset channel parameters and real-time traffic flow, without fully considering the change of water depth caused by silt movement: on the one hand, siltation may cause a sharp decrease in the actual water depth of the channel, and if the ship sails according to the designed draft, it is easy to cause grounding accidents; on the other hand, the sedimentation area formed by local scouring may aggravate the loss of ship power system and affect the safety of navigation. At the same time, the dynamic correlation between ship scheduling and port equipment is lacking, and the problems of "insufficient equipment adaptation for arriving ships" or "idle equipment mismatching with ship demand" often occur, resulting in low utilization rate of port resources.

[0004] In addition, traditional silt monitoring relies on periodic manual sampling, which has poor data timeliness and cannot support accurate trend prediction, thus failing to provide scientific basis for route adjustment and scheduling decision-making. With the growth of ship size and port throughput, the bottleneck of existing scheduling methods in safety and efficiency is increasingly prominent, and there is an urgent need for a port ship cooperative scheduling method and system based on Beidou positioning to meet the high requirements of modern port operation. SUMMARY

[0005] The present application provides a port ship cooperative scheduling method and system based on Beidou positioning to solve the defect of ignoring the influence of port silt change on ship scheduling in the prior art.

[0006] The present application provides a port ship cooperative scheduling method based on Beidou positioning, comprising:

[0007] Obtaining real-time Beidou positioning data and physical parameters of the ship, collecting historical silt data in the port, and predicting the silt change trend of the target port according to the offshore silt mathematical model.

[0008] Analyzing the influence of silt change trend on physical parameters to obtain silt influence coefficient, and formulating a preliminary path route according to Beidou positioning data combined with real-time state information of the target port.

[0009] Adjusting the preliminary path route according to the silt influence coefficient to obtain a ship driving route, and formulating a ship scheduling scheme combined with the influence of the ship driving route on different ships.

[0010] Based on the ship scheduling plan, the equipment at the target port is coordinated to obtain the equipment scheduling plan.

[0011] This invention provides a port vessel collaborative scheduling method based on BeiDou positioning, and the steps for constructing a nearshore sediment mathematical model include:

[0012] The model type is determined based on the target port size and target requirements, and the hydrodynamic field of the port area is calculated based on the influence of shear forces generated by water flow and waves on sediment movement.

[0013] Based on the suspended sediment transport equation and the bedload sediment transport equation, sediment movement is divided into suspended sediment and bedload.

[0014] Deposition and erosion rates are calculated based on shear force, suspended sediment, and bedload.

[0015] The magnitude of changes in the bed elevation of the port area is predicted based on the net transport of sediment.

[0016] This invention provides a port vessel collaborative scheduling method based on BeiDou positioning, the steps of which include obtaining sediment change trends:

[0017] Historical sediment data is spatiotemporally aligned, outlier removed, and interpolated to obtain sediment processing data, and prediction boundary conditions are set.

[0018] By inputting sediment treatment data into a nearshore sediment mathematical model, the movement and distribution of sediment within the port are simulated, and the impact of sediment movement and distribution on sedimentation hotspots, sediment source paths, and extreme events is obtained to determine sediment change trends.

[0019] This invention provides a port vessel collaborative scheduling method based on BeiDou positioning, the steps for obtaining the sediment impact coefficient include:

[0020] The sedimentation index is extracted from the sediment change trend, and the safety threshold value of the physical parameters is determined by combining the design standards of different types of ships and the safety requirements of the target port.

[0021] The influence of sedimentation indices on physical parameters was analyzed to construct a correlation mechanism, and a functional relationship between sediment change trends and physical parameters was established.

[0022] The sediment impact coefficient is calculated based on the functional relationship and the safety threshold.

[0023] This invention provides a port vessel collaborative scheduling method based on BeiDou positioning, and the formula for the sediment impact coefficient is expressed as follows:

[0024]

[0025] In the formula, I is the sediment influence coefficient, ΔH is the siltation thickness, and D... a It is the maximum draft designed for the ship, Db It is the maximum permissible safe draft of the ship, θ max It is the maximum permissible angle of deviation of the ship's center of gravity. It is the normalization effect of water restriction. It is the normalized effect of the center of gravity shift. It is the normalized effect of power loss, W d W g W p δ is the weight, and δ is the annual loss rate of the power system.

[0026] This invention provides a port vessel collaborative scheduling method based on BeiDou positioning, the steps of which include:

[0027] A real-time situation map of the target port is constructed based on the real-time status information, including the status of waterways and berths, the distribution of operational resources, and traffic flow and constraints.

[0028] Hard and soft constraints are determined based on real-time situation maps and BeiDou positioning data, and a route framework is generated by combining the origin and destination.

[0029] The main channel is selected from the port channel network based on the type and size of the vessel, and the main channel is divided into multiple segments according to the function of different distance segments. Spatiotemporal conflict detection is performed based on real-time traffic flow data.

[0030] For vessels in conflict, preliminary routes are established by fine-tuning speeds and making partial adjustments to course, granting priority passage to special vessels, and adjusting the courses of other vessels to give way.

[0031] This invention provides a port vessel collaborative scheduling method based on BeiDou positioning, wherein the steps for adjusting and obtaining vessel routes include:

[0032] The flow and sediment parameters of the port areas traversed by the preliminary route were analyzed, and the sediment distribution of each section of the waterway was determined by combining the sediment change trend.

[0033] Based on the analysis of siltation distribution, the ship's draft, center of gravity shift, and power system load in the current channel are used to derive a path adjustment method.

[0034] The path adjustment method was optimized based on the sediment impact coefficient, and the initial path route was adjusted to obtain the ship's sailing route.

[0035] This invention provides a port vessel collaborative scheduling method based on BeiDou positioning. The steps for formulating a vessel scheduling plan include:

[0036] The impact dimensions are divided according to different ship types, and values ​​are assigned to form an impact matrix to quantify the degree of impact.

[0037] Scheduling priorities are determined based on the degree of impact and the importance of different vessels, and then matched with route resources.

[0038] Based on scheduling priorities and vessel demand, berths and route time windows are allocated, auxiliary resources are coordinated, and vessel scheduling plans are developed with countermeasures for vessels with high scheduling priorities.

[0039] This invention provides a port vessel collaborative scheduling method based on BeiDou positioning, and the steps to obtain an equipment scheduling scheme include:

[0040] Based on the ship scheduling plan and according to the ship type and operation stage, the target equipment requirements for different operation stages are determined and time and space constraints are applied.

[0041] Equipment resources are classified and statistically analyzed according to power auxiliary equipment, loading and unloading equipment, and auxiliary support equipment to obtain equipment capacity boundaries.

[0042] Equipment resources are allocated based on scheduling priority. Equipment preparation time is scheduled backwards from the ship berthing time, and the equipment operation area boundaries are defined to obtain the equipment scheduling plan.

[0043] On the other hand, the present invention provides a port vessel collaborative scheduling system based on BeiDou positioning, comprising:

[0044] The sediment navigation monitoring module is used to acquire real-time BeiDou positioning data and physical parameters of ships, collect historical sediment data in the port, and predict the sediment change trend of the target port based on the nearshore sediment mathematical model.

[0045] The sediment path preliminary delineation module is used to analyze the impact of sediment change trends on physical parameters to obtain sediment influence coefficients, and to formulate preliminary path routes based on BeiDou positioning data and real-time status information of the target port.

[0046] The route scheduling adaptation module is used to adjust the preliminary route based on the sediment impact coefficient to obtain the ship's travel route, and to formulate a ship scheduling plan based on the impact of the ship's travel route on different ships.

[0047] The equipment coordination and scheduling module is used to coordinate the equipment at the target port to obtain an equipment scheduling plan based on the ship scheduling plan.

[0048] This invention provides a port vessel collaborative scheduling method and system based on BeiDou positioning. By acquiring real-time BeiDou positioning data and physical parameters of vessels, combined with historical sediment data within the port and nearshore sediment mathematical models, it provides high-precision real-time data support for scheduling decisions. It predicts sediment change trends and analyzes the impact of sediment changes on vessel physical parameters, obtaining a sediment influence coefficient, thus fully considering sediment factors in scheduling. Based on the sediment influence coefficient, preliminary routes are adjusted, and vessel routes are dynamically optimized in conjunction with real-time port status information, improving the flexibility and adaptability of scheduling. By formulating vessel and equipment scheduling schemes, collaborative operation between vessels and port equipment is achieved, improving the overall operational efficiency of the port. Attached Figure Description

[0049] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0050] Figure 1 This is one of the flowcharts of the port vessel collaborative scheduling method based on Beidou positioning provided in the embodiments of the present invention;

[0051] Figure 2 This is the second flowchart of the port vessel collaborative scheduling method based on BeiDou positioning provided in this embodiment of the invention;

[0052] Figure 3 This is a schematic diagram of the structure of the port vessel collaborative scheduling system based on BeiDou positioning provided in an embodiment of the present invention. Detailed Implementation

[0053] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0054] The following is combined with Figures 1-3 This invention describes a port vessel collaborative scheduling method and system based on BeiDou positioning.

[0055] like Figure 1 and Figure 2 As shown, the port vessel collaborative scheduling method and system based on BeiDou positioning provided in this embodiment of the invention includes:

[0056] The system acquires real-time BeiDou positioning data and physical parameters of ships, collects historical sediment data within the port, and predicts sediment change trends at the target port based on a nearshore sediment mathematical model. Physical parameters include draft, cargo center, and power system health status. BeiDou positioning data includes ship dynamic position, status information, and environmental data.

[0057] Methods for obtaining physical parameters: Draft: Ships are equipped with draft sensors (such as hydrostatic draft gauges) installed at the bow, stern, and midship bottom. The draft is calculated by measuring water pressure (pressure is proportional to water depth), and the ship's bow and stern draft and average draft data are output in real time.

[0058] Auxiliary verification: Combine real-time tidal data from port water level monitoring stations (such as local high tide and low tide levels) to correct sensor data and eliminate the influence of tides on actual draft.

[0059] Cargo center of gravity: Achieved through the ship stability calculation system: Based on the cargo loading plan (such as the number, location, and weight of containers), combined with the ship's tilt angle measured by the ship's longitudinal and transverse tilt sensors (such as inclinometers), the three-dimensional coordinates (longitudinal, transverse, and vertical offsets) of the cargo center of gravity are calculated in real time.

[0060] Dynamic correction: During navigation, the ship's rolling and acceleration status is monitored by acceleration sensors, and the center of gravity shift is corrected by combining the hydrodynamic model to ensure that the data reflects the real-time stability status.

[0061] Power system health status: Temperature, vibration and pressure sensors are installed on key components such as the engine and propeller to collect operating parameters in real time (such as engine speed, oil pressure and propeller shaft vibration frequency);

[0062] The system determines the health status of equipment by setting preset thresholds (such as normal operating temperature range and upper limit of vibration amplitude), calculates the loss rate (such as estimating the aging degree of the power system based on running time and number of over-limits), and summarizes the data through the ship bus system (such as CAN bus).

[0063] The methods for acquiring BeiDou positioning data include: dynamic position and status information: ships are equipped with BeiDou positioning terminals, which receive BeiDou satellite signals and output real-time latitude and longitude (accuracy down to the meter level), heading (corrected by gyroscope), speed (calculated by Doppler effect), timestamp and other basic data; the terminal integrates motion sensors (such as accelerometers) to supplement dynamic status information such as ship acceleration, deceleration and turning, and generate continuous track data.

[0064] Environmental data: Beidou terminals can access ship environmental sensors (such as weather stations and visibility meters) to obtain data such as surrounding wind speed, wind direction, and visibility; combined with differential signals from port base stations, positioning accuracy can be improved (such as centimeter-level differential positioning), while receiving local environmental information broadcast by the port (such as water flow speed and wave height near the channel), enriching the dimensions of environmental data.

[0065] Data transmission: BeiDou positioning data is transmitted to the port dispatch center in real time via satellite short message or shipborne wireless communication equipment (such as 4G / 5G) to realize ship-shore data interaction; for ocean-going vessels, data can be transmitted back periodically via satellite communication to ensure that the port can keep track of the vessel's dynamics in real time.

[0066] Methods for collecting historical sediment data may include: strategically deploying multiple sediment monitoring points within the port, covering different areas such as channels, berths, and anchorages, to comprehensively reflect the sediment conditions in the port waters. The density of monitoring points should be determined based on the size and complexity of the port, with increased density in key areas (such as channel bends and near berths).

[0067] Regularly collect sediment data from each monitoring point (such as daily, weekly, or monthly, with the specific frequency determined based on the actual conditions of the port and research needs), including sediment concentration (usually expressed as mass concentration, such as mg / L), sediment particle size distribution (which can statistically analyze the proportion of sediment content in different particle size ranges), and water depth changes (recording the amount of water depth change caused by sediment deposition or scouring).

[0068] The time span for data collection should be as long as possible, covering a complete tidal cycle (usually around 24 hours), and ideally, data from several months or even several years should be available to analyze the long-term trends and seasonal characteristics of sediment changes.

[0069] In addition to sediment data, relevant hydrological and meteorological data, such as water flow velocity, flow direction, wind speed, and wind direction, should also be collected simultaneously.

[0070] The steps for constructing a mathematical model of nearshore sediment include:

[0071] The model type is determined based on the target port size and target requirements, and the hydrodynamic field of the port area is calculated based on the influence of shear forces generated by water flow and waves on sediment transport. The formula is expressed as follows:

[0072]

[0073] In the formula, It is the wave potential function, c is the wave speed, W is the wave angular frequency, h is the water depth, and g is the gravitational acceleration.

[0074] Based on the suspended sediment transport equation and the bedload sediment transport equation, sediment transport is divided into suspended sediment and bedload, expressed by the following formula:

[0075]

[0076] In the formula, S is the suspended sediment concentration, w is the vertical velocity, and is the velocity of the water flow in the z-direction. s It is the sediment diffusion coefficient, S sour It is the amount of sediment that enters the water body due to bed erosion, S sink qb is the amount of sediment deposited on the bed surface in the water body, t is time, u is the flow velocity in the x-direction, v is the flow velocity in the y-direction, qb is the bedload transport rate per unit width, and d is the sediment transport rate per unit width. 50 It is the median particle size of sediment, T b It is the bed shear stress, T c It is the critical shear stress for sediment initiation, p s ρ is the density of the sediment, and g is the acceleration due to gravity.

[0077] Deposition and erosion rates are calculated based on shear force, suspended sediment, and bedload, expressed by the following formula:

[0078]

[0079] E = M(T) b -T c )

[0080] In the formula, w s V is the settling velocity, E is the kinematic viscosity of water, M is the erosion rate, and P is the seawater density.

[0081] The formula for predicting the change in the bed elevation of the port area based on net sediment transport is expressed as follows:

[0082]

[0083] In the formula, Z b is the bed surface elevation, and n is the bed surface porosity of sediment.

[0084] The steps to obtain the trend of sediment changes include:

[0085] Historical sediment data is spatiotemporally aligned, outlier removed, and interpolated to obtain processed sediment data, and prediction boundary conditions are set. Future hydrodynamic scenarios are set based on average tidal and wave parameters from meteorological data and the frequency of extreme weather events (such as typhoons). The impact on port planning is considered based on the obstruction effect of waterway dredging plans, breakwater construction, and other projects on sediment transport.

[0086] Spatiotemporal alignment: unifying data from different times (such as different years or tidal phases) and different locations to the same coordinate system and time base (such as UTC time).

[0087] Outlier removal: Remove unreasonable data caused by instrument malfunction (such as a sudden increase in sediment concentration to a physically impossible range).

[0088] Interpolation processing: Kriging interpolation is used to generate a continuous dataset of the spatiotemporal distribution of sediment concentration and bed elevation, providing complete basic data for model input.

[0089] By inputting sediment treatment data into a nearshore sediment mathematical model, the movement and distribution of sediment within the port are simulated, and the impact of sediment movement and distribution on sedimentation hotspots, sediment source paths, and extreme events is obtained to determine sediment change trends. Sedimentation hotspots include areas such as channel bends and berth fronts, with sedimentation rates (e.g., 0.5 meters per year).

[0090] Sediment source and path: such as the main channels through which estuary sediment enters the port area with the tide.

[0091] Impact of extreme events: For example, a surge in short-term sediment deposition in a region after a typhoon due to wave turbulence. If the sediment concentration gradually increases over time, it indicates a sedimentation trend in the area. If the sediment concentration decreases, it may be due to erosion. Simultaneously, the changing trends in sediment particle size distribution can be analyzed to understand the transport patterns of sediments of different particle sizes.

[0092] The influence of sediment variation trends on physical parameters was analyzed to obtain the sediment influence coefficient. A preliminary route was then formulated based on BeiDou positioning data and real-time status information of the target port. Real-time status information included port equipment usage, staff distribution, and the mission status of multi-functional vessels.

[0093] The steps to obtain the sediment influence coefficient include:

[0094] Sedimentation indicators are extracted from sediment change trends and, in conjunction with design standards for different types of vessels and safety requirements of target ports, safe critical values ​​for physical parameters are determined. Sedimentation indicators include sedimentation thickness, sedimentation rate, and scour intensity.

[0095] We analyzed the impact of sedimentation indices on physical parameters and constructed a correlation mechanism.

[0096] Analyzing the impact of siltation indices on physical parameters can include: the impact on draft, the impact on the center of gravity of the cargo, and the impact on the health of the power system.

[0097] Impact on draft: Siltation reduces the actual depth of channels and berths (e.g., a channel designed for a depth of 15 meters, with 0.5 meters of siltation per year, will only have an actual depth of 13.5 meters after 3 years). A ship's draft (the vertical distance from the bottom of the ship to the water surface when fully loaded) must be less than the actual depth for safe passage. If siltation is not cleared in time, the maximum draft that a ship can safely navigate will decrease with increasing siltation, showing a negative correlation (the greater the siltation, the smaller the maximum permissible draft).

[0098] Impact on the center of gravity of cargo: Siltation may cause uneven water depth in local channels (such as a sudden drop in water depth in shallow areas), requiring ships to adjust their course or speed to avoid shallows, which will change the ship's force balance.

[0099] During sharp turns, the shift in the center of gravity of the cargo may be exacerbated (for example, container ships, due to their high center of gravity, experience increased lateral swaying when navigating around silt).

[0100] If siltation narrows the channel, ships will have to sail close to the shore, and the shore wall effect will further affect the stability of the ship and indirectly change the dynamic distribution of the center of gravity.

[0101] Impact on the health of the propulsion system: Sediment erosion may expose gravel and sediment at the bottom of the channel. When the ship's propeller rotates at high speed, it may inhale sediment particles, causing blade wear. Furthermore, if the accumulated "mud pockets" (soft sediment at the bottom of the channel) are agitated by the propeller, it may lead to a decrease in power efficiency (such as propeller slippage), which will exacerbate the wear and tear on the propulsion system in the long run. In addition, frequent speed changes by the ship to avoid siltation areas will increase engine load fluctuations and affect its service life.

[0102] And establish the functional relationship between sediment change trends and physical parameters.

[0103] The sediment influence coefficient is calculated based on the functional relationship and the safety threshold value, expressed by the following formula:

[0104]

[0105] In the formula, I is the sediment influence coefficient, ΔH is the siltation thickness, and D... a It is the maximum draft designed for the ship, D b It is the maximum permissible safe draft of the ship, θ max It is the maximum permissible angle of deviation of the ship's center of gravity. It is the normalization effect of water restriction. It is the normalized effect of the center of gravity shift. It is the normalized effect of power loss, W d W g W p δ is the weight, and δ is the annual loss rate of the power system.

[0106] in:

[0107]

[0108] In the formula, L0 is the characteristic length, L is the shoal width, δ0 is the natural loss rate without siltation, and k δ It is the loss coefficient. It is the critical deposition rate. It is the sedimentation rate.

[0109] The steps for developing a preliminary route include:

[0110] A real-time situation map of the target port is constructed based on the real-time status information, including the status of waterways and berths, the distribution of operational resources, and traffic flow and constraints.

[0111] Channel and berth status: Real-time navigation status of each channel (open / congested / temporarily closed), berth occupancy status (estimated departure time of berthed vessels, location and size of vacant berths), channel depth (corrected based on real-time tidal data, e.g., actual depth of a channel at the current high tide is 16.2 meters).

[0112] Distribution of operational resources: real-time location and busy status of tugboats and pilot vessels (e.g., tugboat A is operating at berth 3 and is expected to be available in 1 hour), load factor of port equipment (quay cranes, gantry cranes), and pilot shift schedule.

[0113] Traffic flow and constraints: BeiDou positioning and navigation plans of other vessels in the port (e.g., a container ship is sailing from the anchorage to Channel 2), and temporary control information (e.g., no-navigation zones and channel construction areas designated by the maritime authorities).

[0114] Hard and soft constraints are determined based on real-time situation maps and BeiDou positioning data, and a route framework is generated by combining the origin and destination.

[0115] The main channel is selected from the port channel network based on the type and size of the vessel, and the main channel is divided into multiple segments according to the function of different distance segments. Spatiotemporal conflict detection is performed based on real-time traffic flow data.

[0116] Spatiotemporal detection conflicts include conflicts on the same route: compare the BeiDou positioning and route plans of other ships to determine whether there is "spatiotemporal overlap". For example, if ship A plans to pass through a certain point in Channel 2 at 10:00, and ship B's preliminary route shows that it will also pass through the same point at 10:02, and the two routes intersect, there is a risk of collision.

[0117] Resource conflicts: Check whether the berths and tugboats involved in the route conflict with the plans of other vessels. For example, the initial route plan is to use berth No. 5, but this berth has been booked by another vessel until 14:00. The berthing time needs to be adjusted or the berth needs to be changed.

[0118] For vessels in conflict, a preliminary route is established by fine-tuning speeds and making partial adjustments to the course, granting priority passage to special vessels, and adjusting the courses of other vessels to give way. The preliminary route may include a sequence of waypoints, navigation parameters, and auxiliary instructions.

[0119] The initial route is adjusted based on the sediment impact coefficient to obtain the ship's sailing route, and a ship scheduling plan is formulated based on the impact of the ship's sailing route on different ships.

[0120] The steps to adjust and obtain the ship's route include:

[0121] The flow and sediment parameters of the port areas traversed by the preliminary route were analyzed, and the sediment distribution of each section of the waterway was determined by combining the sediment change trend.

[0122] Based on the analysis of siltation distribution, the ship's draft, center of gravity shift, and power system load in the current channel are used to derive a path adjustment method.

[0123] The route adjustment methods include: analyzing areas with uneven sediment distribution along the initial route and assessing the risk of cargo center of gravity shift when the vessel navigates in these areas. If uneven sediment distribution may cause the vessel to tilt, consider adjusting the vessel's direction or speed to reduce the impact of center of gravity shift. During loading and unloading, rationally arrange the loading position of cargo based on sediment distribution to maintain the vessel's balance as much as possible. Optimize port loading and unloading procedures based on the sediment impact coefficient to avoid loading and unloading operations in areas with severe sediment accumulation, thereby reducing the risk of vessel tilting.

[0124] This also includes analyzing areas with high sediment concentrations along the initial path and assessing the load on the ship's propulsion system in these areas. If high sediment concentrations increase the ship's navigation resistance, consider adjusting the ship's speed or route to reduce the load on the propulsion system. In areas with high propulsion system loads, appropriately increase the ship's fuel reserves to ensure the normal operation of the propulsion system. Based on the sediment impact coefficient, develop a maintenance plan for the ship's propulsion system, focusing on equipment inspection and maintenance after navigation in areas with high sediment concentrations.

[0125] The path adjustment method was optimized based on the sediment impact coefficient, and the initial path route was adjusted to obtain the ship's sailing route.

[0126] The steps involved in developing a ship scheduling plan include:

[0127] The impact dimensions are divided according to different ship types, and values ​​are assigned to form an impact matrix to quantify the degree of impact.

[0128] Container ships: The impact of route adjustments is mainly reflected in timeliness (such as delays caused by detours) and stability (detours in narrow channels may exacerbate center of gravity shift). It is necessary to focus on assessing the delay duration (such as ±30 minutes) and stability risks (whether the center of gravity shift angle exceeds 5°).

[0129] Tankers / dangerous goods vessels: have extremely high requirements for route safety. When navigating around shoals or densely packed sections of water, the risk of collision and grounding will increase significantly. It is necessary to assess the accident probability after route adjustment (e.g., from 0.1‰ to 0.5‰) and the consequences of leakage.

[0130] Bulk carriers: When fully loaded, they have a deep draft and great inertia. Adjusting the course (such as changing to a shallow channel) may lead to a significant increase in the risk of grounding. It is necessary to focus on assessing the difference between the actual water depth and the ship's draft (such as whether the minimum water depth of the adjusted course is ≥2 meters greater than the draft).

[0131] Small vessels (such as fishing boats and tugboats): The route adjustment has little impact on them, but the pressure to avoid large vessels may increase due to the change of course. It is necessary to assess the frequency of encounters (such as whether the number of encounters with large vessels will increase from 3 times a day to 8 times a day).

[0132] Scheduling priorities are determined based on the degree of impact and the importance of different vessels, and then matched with route resources.

[0133] Dispatch priorities can be divided into: First priority: vessels with high impact and involving safety / significant economic losses, such as oil tankers (serious consequences of accidents) and container ships of liner companies (delays will lead to a chain reaction in the supply chain).

[0134] Second priority: Vessels with moderate impact, such as bulk carriers (higher risk of grounding but less severe consequences than dangerous goods vessels).

[0135] Third priority: Vessels with low impact, such as small fishing boats and vessels operating in the harbor.

[0136] Berths and route time windows are allocated based on scheduling priorities and vessel demand, and auxiliary resources are coordinated.

[0137] The allocation methods include reserving exclusive berths and route time windows for first-priority vessels (such as oil tankers) (e.g., exclusively occupying Channel 2 and Oil Berth 5 from 10:00 to 12:00) to ensure no interference from other vessels.

[0138] Second-priority vessels (such as bulk carriers) will be arranged after first-priority vessels (e.g., using Channel 3 from 12:30 to 14:00), and will be informed in advance that they need to wait in the junction area for 5 minutes.

[0139] Third-priority vessels (such as fishing boats) are scheduled during off-peak hours (such as 20:00-22:00), and their routes must avoid the core area of ​​the main channel.

[0140] Methods for supplementary resource scheduling may include: tugboats: Equip oil tankers with 4 high-horsepower tugboats (≥5000 horsepower), which will be in place 1 hour before berthing. Equip bulk carriers with 2 conventional tugboats, which will be on standby according to the planned schedule.

[0141] Pilot: Senior pilots (over 10 years of experience) familiar with the shoals along the adjusted route will be assigned to vessels of first priority. General pilots will be assigned to other vessels.

[0142] Equipment support: Prioritize the use of quay crane resources for container ships (e.g., reserve 3 quay cranes) to shorten loading and unloading time and make up for route delays.

[0143] Develop ship scheduling plans and implement corresponding measures for ships with high scheduling priority.

[0144] Response measures could include immediately activating backup anchorages (such as emergency anchorages 10 nautical miles outside a designated port) and dispatching tugboats to escort tankers should a sudden siltation occur on the tanker's adjusted route.

[0145] If container ships experience delays due to rerouting, coordinate with port fast lanes (such as priority customs clearance and extra loading / unloading) to keep the delays within one hour.

[0146] Based on the ship scheduling plan, the equipment at the target port is coordinated to obtain the equipment scheduling plan.

[0147] The steps to obtain an equipment scheduling plan include:

[0148] Based on the ship scheduling plan and according to the ship type and operation stage, the target equipment requirements for different operation stages are determined and time and space constraints are applied.

[0149] Methods for determining the target equipment requirements for different operational phases include: Berthing phase: All vessels require the coordination of tugboats and pilot boats. For very large vessels (such as 300,000-ton oil tankers), 4-6 high-horsepower tugboats (≥5000 horsepower) are needed, with berthing time windows accurate to 10 minutes (e.g., berthing between 14:00 and 14:30). Container ships require pilot boats to arrive at the rendezvous point 30 minutes in advance, simultaneously coordinating the provision of navigation lights and VHF communication equipment.

[0150] Loading and unloading stage:

[0151] Container ships require quay cranes (3-5 per ship, depending on the number of holds), container trucks (6-8 per quay crane), and yard cranes (matching the storage area). They must be scheduled in the order of "unloading first, loading later" and the operation time is tied to the ship's schedule (e.g., loading and unloading must be completed within 8 hours).

[0152] Bulk carriers require grab cranes and belt conveyors. If they are carrying bulk cargo such as coal, dust removal equipment also needs to be started simultaneously.

[0153] Oil tankers must have oil booms, fire-fighting equipment (two sets of foam fire extinguishing devices per ship), and pollution emergency equipment (oil booms), and the equipment must meet explosion-proof standards.

[0154] Departure Phase: Tugboats need to coordinate again (fewer than during berthing, e.g., 2-3 vessels) to simultaneously check channel clearing equipment (e.g., whether salvage vessels have cleared channel obstacles). Time and space constraints include equipment needing to be in place before the vessel's arrival (e.g., quay cranes need to be tested 1 hour before berthing), and the operation duration strictly matching the vessel's dwell time. Equipment must operate within designated areas (e.g., a quay crane at berth 5 cannot be reassigned to berth 3 due to non-interconnected tracks) and must maintain a safe distance (e.g., a 2-meter buffer space must be left between the quay crane and the vessel).

[0155] Equipment resources are classified and statistically analyzed according to power auxiliary equipment, loading and unloading equipment, and auxiliary support equipment to obtain equipment capacity boundaries.

[0156] Power auxiliary equipment: tugboats (classified by horsepower into three categories: 5000 hp, 3000 hp, and 1000 hp; statistics on the quantity and current status of each type: under repair / standby / operating), pilot boats (quantity, range, and communication range).

[0157] Loading and unloading equipment: quay cranes (classified by lifting capacity as 40 tons and 60 tons, and the operating efficiency of each unit is calculated: e.g., loading and unloading 30 containers per hour), yard cranes, grab cranes, and oil booms (classified by pipe diameter as DN300 and DN500, and whether they are compatible with ship interfaces are calculated).

[0158] Auxiliary support equipment: trucks (quantity, load capacity, fuel status), dust removal equipment, fire-fighting equipment, communication equipment (VHF channel occupancy status), and obstacle removal equipment (operating radius of salvage vessels and channel dredging equipment).

[0159] Equipment resources are allocated based on scheduling priority. Equipment preparation time is scheduled backwards from the ship berthing time, and the equipment operation area boundaries are defined to obtain the equipment scheduling plan.

[0160] like Figure 2 As shown, this invention also provides a port vessel collaborative scheduling system based on BeiDou positioning. The collaborative scheduling system includes:

[0161] The sediment navigation monitoring module is used to acquire real-time BeiDou positioning data and physical parameters of ships, collect historical sediment data in the port, and predict the sediment change trend of the target port based on the nearshore sediment mathematical model.

[0162] The sediment path preliminary delineation module is used to analyze the impact of sediment change trends on physical parameters to obtain sediment influence coefficients, and to formulate preliminary path routes based on BeiDou positioning data and real-time status information of the target port.

[0163] The route scheduling adaptation module is used to adjust the preliminary route based on the sediment impact coefficient to obtain the ship's travel route, and to formulate a ship scheduling plan based on the impact of the ship's travel route on different ships.

[0164] The equipment coordination and scheduling module is used to coordinate the equipment at the target port to obtain an equipment scheduling plan based on the ship scheduling plan.

[0165] In summary, this invention provides a port vessel collaborative scheduling method and system based on BeiDou positioning. Through accurate BeiDou positioning data and sediment change trend prediction, vessels can avoid siltation areas, reducing the risk of grounding and improving navigation safety. Considering the sediment impact coefficient, the berthing position and loading / unloading operation process are optimized to ensure vessel stability during berthing and departure. Dynamically adjusting vessel routes and equipment scheduling schemes reduces vessel waiting time and equipment idle time, improving port operational efficiency. By optimizing vessel scheduling schemes and equipment collaborative operations, berth and equipment resources are rationally allocated, improving port resource utilization. The scheduling scheme can be dynamically adjusted based on real-time port status information and sediment change trends, enhancing the port's adaptability to complex environments. Furthermore, it can quickly respond to emergencies and adjust scheduling plans in a timely manner, ensuring the continuity of port operations. By formulating vessel and equipment scheduling schemes, collaborative operations between vessels and port equipment are achieved, improving the overall port operating efficiency. It reduces vessel fuel consumption and equipment maintenance costs. It improves port resource utilization, lowers port operating costs, and enhances economic benefits.

[0166] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0167] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A port vessel collaborative scheduling method based on BeiDou positioning, characterized in that, include: Acquire real-time BeiDou positioning data and physical parameters of ships, collect historical sediment data in the port, and predict sediment change trends in the target port based on nearshore sediment mathematical models. The influence of the sediment change trend on the physical parameters is analyzed to obtain the sediment influence coefficient. A preliminary route is formulated based on the Beidou positioning data and the real-time status information of the target port. The ship's route is obtained by adjusting the preliminary route based on the sediment impact coefficient, and a ship scheduling plan is formulated based on the impact of the ship's route on different ships. Based on the ship scheduling scheme, the equipment at the target port is coordinated to obtain an equipment scheduling scheme.

2. The port vessel collaborative scheduling method based on BeiDou positioning according to claim 1, characterized in that, The steps for constructing the nearshore sediment mathematical model include: The model type is determined based on the size of the target port and the target requirements, and the hydrodynamic field of the port area is calculated based on the influence of shear forces generated by water flow and waves on sediment movement. Based on the suspended sediment transport equation and the bedload sediment transport equation, the sediment movement is divided into suspended sediment and bedload. The deposition rate and erosion rate are calculated based on the shear force, the suspended sediment, and the bedload. The magnitude of changes in the bed elevation of the port area is predicted based on the net transport of sediment.

3. The port vessel collaborative scheduling method based on BeiDou positioning according to claim 1, characterized in that, The steps for obtaining the sediment change trend include: The historical sediment data is spatiotemporally aligned, outlier removed, and interpolated to obtain sediment treatment data, and prediction boundary conditions are set. The sediment treatment data is input into the nearshore sediment mathematical model to simulate the movement and distribution of sediment in the port and its impact on siltation hotspots, sediment source paths, and extreme events, thereby obtaining the sediment change trend.

4. The port vessel collaborative scheduling method based on BeiDou positioning according to claim 1, characterized in that, The steps for obtaining the sediment influence coefficient include: The siltation index is extracted from the sediment change trend, and the safety critical value of the physical parameter is determined by combining the design standards of different types of ships and the safety requirements of the target port. The influence of the siltation index on the physical parameters is analyzed to construct a correlation mechanism, and a functional relationship between the sediment change trend and the physical parameters is established. The sediment impact coefficient is calculated based on the stated functional relationship and the stated safety threshold.

5. The port vessel collaborative scheduling method based on BeiDou positioning according to claim 4, characterized in that, The formula for the sediment influence coefficient is expressed as follows: In the formula, I is the sediment influence coefficient, ΔH is the siltation thickness, and D... a It is the maximum draft designed for the ship, D b It is the maximum permissible safe draft of the ship, θ max It is the maximum permissible angle of deviation of the ship's center of gravity. It is the normalization effect of water restriction. It is the normalized effect of the center of gravity shift. It is the normalized effect of power loss, W d W g W p δ is the weight, and δ is the annual loss rate of the power system.

6. The port vessel collaborative scheduling method based on BeiDou positioning according to claim 1, characterized in that, The steps for developing the preliminary route include: A real-time situation map of the target port is constructed based on the channel and berth status, operational resource distribution, traffic flow, and constraints in the real-time status information. Based on the real-time situation map and the BeiDou positioning data, hard constraints and soft constraints are determined, and a route framework is generated by combining the starting point and the destination. The main channel is selected from the port channel network based on the type and size of the vessel, and the main channel is divided into multiple segments according to the function of different distance segments. Spatiotemporal conflict detection is performed based on real-time traffic flow data. For vessels in conflict, the preliminary route is determined by fine-tuning speed and partially adjusting course, granting priority passage to special vessels, and adjusting the courses of other vessels to give way.

7. The port vessel collaborative scheduling method based on BeiDou positioning according to claim 1, characterized in that, The steps for adjusting the ship's route include: Analyze the water flow and sediment parameters of the port areas traversed by the preliminary route, and determine the sediment deposition distribution of each section of the waterway based on the sediment change trend. Based on the analysis of the sediment distribution, the ship's draft, center of gravity shift, and power system load in the current channel are used to derive a path adjustment method; The path adjustment method is optimized based on the sediment impact coefficient, and the preliminary path is adjusted to obtain the ship's sailing route.

8. The port vessel collaborative scheduling method based on BeiDou positioning according to claim 1, characterized in that, The steps for developing the aforementioned ship scheduling plan include: The impact dimensions are divided according to different ship types, and values ​​are assigned to form an impact matrix to quantify the degree of impact; Scheduling priorities are determined based on the degree of impact and the importance of different vessels, and then matched with route resources. Based on the scheduling priority and vessel demand, berths and route time windows are allocated, auxiliary resources are coordinated, and countermeasures are set for vessels with high scheduling priority to formulate the vessel scheduling plan.

9. The port vessel collaborative scheduling method based on BeiDou positioning according to claim 8, characterized in that, The steps to obtain the equipment scheduling scheme include: Based on the ship scheduling plan and according to the ship type and operation stage, the target equipment requirements for different operation stages are determined and time and space constraints are applied. The equipment capacity boundary is obtained by classifying and statistically analyzing equipment resources according to power auxiliary equipment, loading and unloading equipment, and auxiliary support equipment. The equipment resources are allocated according to the scheduling priority. The equipment preparation time is reversed based on the ship berthing time, and the equipment operation area boundary is defined to obtain the equipment scheduling scheme.

10. A port vessel collaborative scheduling system based on BeiDou positioning, which employs a port vessel collaborative scheduling method based on BeiDou positioning as described in any one of claims 1 to 9, characterized in that, The collaborative scheduling system includes: The sediment navigation monitoring module is used to acquire real-time BeiDou positioning data and physical parameters of ships, collect historical sediment data in the port, and predict the sediment change trend of the target port based on the nearshore sediment mathematical model. The sediment path preliminary delineation module is used to analyze the influence of the sediment change trend on the physical parameters to obtain the sediment influence coefficient, and to formulate a preliminary path and route based on the Beidou positioning data and the real-time status information of the target port. The route scheduling adaptation module is used to adjust the preliminary route based on the sediment impact coefficient to obtain the ship's sailing route, and to formulate a ship scheduling plan based on the impact of the ship's sailing route on different ships. The equipment coordination and scheduling module is used to coordinate the equipment at the target port according to the ship scheduling plan to obtain an equipment scheduling plan.

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