Multi-device interconnection control system and method for ship lightering system

Abstract

The invention discloses a multi-device interconnection control system and method for a ship lightering system, relates to the field of industrial control systems, solves the problem that anchor positions cannot be efficiently distributed for ships to be lighted, and comprises a lightering analysis module, a navigation analysis module, an anchor ground analysis module and an intelligent division module. The lightering analysis module is used for analyzing whether the ship needs to be lighted or not; the navigation analysis module is used for analyzing the real-time navigation state of the to-be-lighted ship, and analyzing to obtain lighted time data of the to-be-lighted ship and a to-be-analyzed time period for a target anchoring ground; the anchor ground analysis module is used for analyzing the crowding condition of a target anchor ground in a to-be-analyzed time period to obtain an anchor position shortage signal and sending the anchor position shortage signal to the intelligent division module; and the intelligent division module is used for intelligently dividing the anchor positions of the ship to be lighted and the target anchor ground to obtain a first anchor position, a second anchor position and a third anchor position.

Description

Technical Field

[0001] This invention belongs to the field of industrial control system technology, specifically a multi-device interconnection control system and method for a ship transshipment system. Background Technology

[0002] Ship transshipment refers to the operation of directly transferring cargo between two ships, commonly known as ship-to-ship transshipment, without transiting through docks or other land facilities. As a key transshipment technology in the shipping logistics system, ship transshipment is an important support for the efficient operation of global trade and maritime transportation. Its development has always been deeply linked to the upgrading of shipping demand, the optimization of port resources, and the iteration of technological innovation. At present, there is a lack of foresight in the allocation and use of anchorages during ship transshipment. When the same type of cargo needs to be transshipped on different ships, using different anchorages or anchorages that are far apart will increase the transfer time of transshipment ships and equipment, thereby reducing the transshipment efficiency of ships in the anchorage. At the same time, it is not possible to effectively use the real-time sailing status of ships and the number of anchorages to reasonably divide the anchorages in the anchorage within a specific time period. Therefore, this invention proposes a multi-device interconnection control system and method for ship transshipment systems. Summary of the Invention

[0003] The purpose of this invention is to provide a multi-device interconnection control system and method for ship transshipment systems, in order to solve the problem mentioned in the background art of inefficiently allocating anchorages for ships to be transshipped.

[0004] The objective of this invention can be achieved through the following technical solutions: In the first aspect, a multi-device interconnection control system for a ship transshipment system includes a management input terminal, a data acquisition module, a transshipment analysis module, a navigation analysis module, an anchorage analysis module, and an intelligent partitioning module; The management input terminal is used to upload cargo data and ship data and send them to the transshipment analysis module and the intelligent segmentation module; the transshipment analysis module is used to analyze whether the ship needs transshipment, analyze the ship to be transshipped and the target anchorage, and send it to the navigation analysis module and the anchorage analysis module; the data acquisition module is used to collect the target route information of the ship to be transshipped and send the target route information to the navigation analysis module; the navigation analysis module is used to analyze the real-time navigation status of the ship to be transshipped, analyze the transshipment time data of the ship to be transshipped and the time period to be analyzed for the target anchorage, and send it. The data acquisition module is used to collect the actual arrival times of different vessels in the target anchorage and send them to the anchorage analysis module. The anchorage analysis module is used to analyze the congestion situation of the target anchorage during the analysis period, obtain the anchorage shortage signal, and send it to the intelligent allocation module. The intelligent allocation module is used to intelligently allocate the vessels to be transferred to the anchorage in the target anchorage, and divide them into the first anchorage, the second anchorage, and the third anchorage.

[0005] Furthermore, the cargo data includes the initial total weight of the cargo on board the ship and the type of cargo transportation; the ship data includes the ship's empty weight and the ship's target port; and the target route information includes the target route of the ship to be transshipped, as well as the route's starting point, route distance, and preset route points.

[0006] Furthermore, the analysis process of the bypass analysis module includes the following: Obtain the initial total cargo weight and empty cargo weight on the ship, and sum the initial total cargo weight and empty cargo weight to obtain the ship's displacement weight. Obtain the theoretical draft of the ship under the corresponding displacement weight, obtain the actual density of the water at the target port, divide the theoretical density by the actual density, and multiply it by the theoretical draft to obtain the actual draft of the ship at the target port. Obtain the actual water depth at the target port and compare the actual water depth with the actual draft. If the actual water depth is greater than the actual draft, no operation will be performed. When the actual water depth is less than or equal to the actual draft, the corresponding vessel will be recorded as a vessel awaiting transshipment. Obtain the actual anchorage water depth of different anchorages in the waters where the target port is located, and record the anchorages where the actual anchorage water depth is greater than the actual draft as the target anchorages for vessels to be transferred.

[0007] Furthermore, the analysis process of the navigation analysis module includes the following: A plane rectangular coordinate system is constructed with the starting point of the route of the ship to be transferred as the origin, the latitude line of the earth as the horizontal axis, and the longitude line of the earth as the vertical axis; The real-time position coordinates of the vessel to be transferred and the actual position coordinates of different preset route points are obtained at different time points. The real-time distance between the vessel to be transferred and different preset route points is calculated by the distance formula. The minimum real-time distance is obtained by iterating and comparing different real-time distances, and the preset route point corresponding to the minimum real-time distance is recorded as the route point to be analyzed. Obtain the real-time distance between the vessel to be transferred and the route point to be analyzed at the previous time node, and compare the real-time distance at the previous time node with the real-time distance at the current time node; If the course of the vessel to be transferred is confirmed to be correct, and the real-time distance at the previous time point is greater than the real-time distance at the current time point, then the remaining travel distance of the vessel to be transferred is calculated. The corresponding route point to be analyzed is recorded as the unreached route point. All preset route points between the unreached route point and the target anchorage along the target route are uniformly recorded as unreached route points, and the real-time distance at the current time node is recorded as the first remaining distance. The target route between adjacent unreached route points is recorded as the untraveled route. The untraveled route distances of different untraveled routes are obtained. The sum of the different untraveled route distances is then added to the first remaining distance to obtain the remaining route distance of the vessel to be transferred. Obtain the route distance of the vessel to be transferred, and subtract the remaining travel distance from the route distance to obtain the route travel distance of the vessel to be transferred.

[0008] Furthermore, the analysis process of the navigation analysis module also includes the following: If the course of the vessel to be transferred is confirmed to be correct, and the real-time distance at the previous time point is less than the real-time distance at the current time point, then the remaining travel distance of the vessel to be transferred is calculated. The calculation process is as follows: The corresponding route point to be analyzed is recorded as the reached route point. All preset route points between the route start point and the reached route point are recorded as the reached route points along the target route. The real-time distance at the current time node is recorded as the first travel distance. Record the target route between adjacent reached route points as the route already traveled, obtain the route distance of different route already traveled, sum the different route distances and add them to the first route distance to obtain the route travel distance of the vessel to be transferred, obtain the route distance of the vessel to be transferred, and subtract the route distance of the route already traveled to obtain the remaining route distance of the vessel to be transferred. Obtain the route distance and total travel time of the vessel to be transferred. Divide the route distance by the total travel time to obtain the average speed of the vessel to be transferred. Divide the remaining route distance by the average travel speed to obtain the estimated travel time of the corresponding vessel to be transferred. Add the current time point to the estimated travel time to obtain the estimated arrival time of different vessels to be transferred. Obtain the historical transshipment time of different vessels to be transshipped in the target anchorage. Sum the different historical transshipment times and take the average to obtain the historical average transshipment time of the vessels to be transshipped in the target anchorage. With the expected arrival time as the left endpoint and the historical average transshipment time as the time period length, construct the time period to be analyzed for the target anchorage. The estimated arrival time and the historical average transshipment time are combined and recorded as the transshipment time data for vessels awaiting transshipment.

[0009] Furthermore, the analysis process of the anchorage analysis module includes the following: The vessels in the target anchorage at the current time node are recorded as docked vessels. The actual arrival time of the docked vessels in the target anchorage at the current time node is obtained. The actual arrival time is subtracted from the time corresponding to the current time node to obtain the transshipment time of the docked vessels. Obtain the transshipment time data of the vessels to be transshipped, and compare the transshipment time of the vessels that have already docked with the historical average transshipment time; If the transit time of a docked vessel is less than the historical average transit time, then the remaining transit time of the docked vessel will be analyzed. The specific analysis process is as follows: Subtracting the already transshipped time from the historical average transshipment time yields the remaining transshipment time for the corresponding docked vessel. The estimated travel time for the vessel to be transshipped is then obtained, and the estimated travel time is compared with the remaining transshipment time. When the estimated transit time is greater than or equal to the remaining transshipment time, the corresponding berthed vessel will be recorded as a vessel not affected; when the estimated transit time is less than the remaining transshipment time, the corresponding berthed vessel will be recorded as a vessel affected. If the transshipment time of already docked vessels is greater than or equal to the historical average transshipment time, then the remaining transshipment time of already docked vessels will be analyzed. The specific analysis process is as follows: Obtain the initial total weight and real-time weight of cargo on the corresponding docked vessel. Subtract the real-time weight from the initial total weight to obtain the real-time cargo transfer weight on the docked vessel at the current time node. Divide the real-time cargo transfer weight by the transfer time to obtain the real-time cargo transfer rate of the corresponding docked vessel. Divide the real-time cargo weight by the real-time cargo transfer rate to obtain the remaining transfer time of the corresponding docked vessel, obtain the estimated travel time of the vessel to be transferred, and compare the estimated travel time with the remaining transfer time. When the estimated travel time is greater than or equal to the remaining transshipment time, the corresponding docked vessel will be recorded as an unaffected vessel; when the estimated travel time is less than the remaining transshipment time, the corresponding docked vessel will be recorded as an affected vessel.

[0010] Furthermore, the analysis process of the anchorage analysis module also includes the following: Obtain the estimated arrival time of different vessels awaiting transshipment, count the number of vessels awaiting transshipment whose estimated arrival time falls within the time period to be analyzed and record it as the estimated arrival number, and count the number of affected vessels in the target anchorage at the current time node and record it as the affected vessel number. The total number of ships in the target anchorage during the time period to be analyzed is obtained by summing the number of affected ships with the expected number of arrivals. Obtain the number of anchorages in the target anchorage and compare the total number of ships in the target anchorage with the number of anchorages during the analysis period; If the total number of ships in the target anchorage during the analysis period is greater than the number of anchorages, an anchorage shortage signal is generated. If the total number of ships in the target anchorage during the analysis period is less than or equal to the number of anchorages, no operation will be performed.

[0011] Furthermore, the partitioning process of the intelligent partitioning module includes the following: Subtract the number of affected vessels from the number of anchorages to obtain the number of available anchorages in the target anchorage. Obtain the cargo transport type on different affected vessels in the target anchorage and classify the affected vessels as Type I vessels and Type II vessels respectively. Different anchorage types are matched to anchorages in the target anchorage based on different vessel types. The matching process is as follows: When the affected vessel moored at an anchorage in the target anchorage is a Type I vessel, the corresponding anchorage shall be recorded as a Type I anchorage; when the affected vessel moored at an anchorage in the target anchorage is a Type II vessel, the corresponding anchorage shall be recorded as a Type II anchorage. Similarly, obtain the cargo transportation type on the vessel to be transferred and match the corresponding vessel type for different vessels to be transferred; If any anchorage type corresponding to the vessel to be transferred exists in the target anchorage, no operation will be performed; When there is no anchorage type corresponding to the vessel to be transferred in the target anchorage, the corresponding vessel to be transferred is recorded as a vessel of type non-existent, and the anchorage required by the vessel of type non-existent is recorded as an unknown type anchorage. The number of vessels of type non-existent is counted and recorded as the number of vessels of type non-existent. The number of vessels of type I awaiting transshipment is counted and recorded as the number of vessels of type I; the number of vessels of type II awaiting transshipment is counted and recorded as the number of vessels of type II. The percentage of the first number of vessels is obtained by dividing the number of vessels in the first category by the number of vessels in the expected arrivals. The percentage of the second number of vessels is obtained by dividing the number of vessels of the second category by the number of vessels in the expected arrivals. The percentage of the third number of vessels is obtained by dividing the number of vessels of the type that do not exist by the number of vessels in the expected arrivals. Multiply the proportion of the first type of vessels by the number of available anchorages and round up to obtain the required number of the first type of anchorages, and record it as the actual required number of the first anchorages. Similarly, multiply the proportion of the second type of vessels by the number of available anchorages and round up to obtain the required number of anchorages of the second type, and record this as the actual required number of anchorages for the second type; multiply the proportion of the third type of vessels by the number of available anchorages and round up to obtain the required number of anchorages of the unknown type, and record this as the actual required number of anchorages for the third type.

[0012] Furthermore, the partitioning process of the intelligent partitioning module also includes the following: The actual demand for anchorages is obtained by summing the actual demand for the first anchorage, the second anchorage, and the third anchorage. The total actual demand for anchorages is then compared with the number of available anchorages. If the total actual demand for anchorages exceeds the number of available anchorages, then the anchorage types affecting the anchorages occupied by ships are identified, and the demand for different anchorages is adjusted accordingly. The adjustment process is as follows: When all the anchorages occupied by the affected vessels are of type 1 anchorages, the excess anchorage demand is obtained by subtracting the number of available anchorages from the anchorage demand quantity, and the excess anchorage demand is obtained by subtracting the excess anchorage demand from the number of type 1 anchorages. When all the anchorages occupied by the affected vessels are of type 2, the excess anchorage demand is obtained by subtracting the number of available anchorages from the anchorage demand quantity, and the excess anchorage demand is obtained by subtracting the excess anchorage demand from the second anchorage demand quantity. When the type of anchorage occupied by a ship includes both Type I and Type II anchorages, the excess anchorage demand is obtained by subtracting the number of available anchorages from the required anchorage demand. Then, the required anchorage demand for any one type of anchorage is corrected to obtain the corresponding corrected anchorage demand. If the total actual demand for anchorages equals the number of available anchorages, no action will be taken. Based on the actual or adjusted demand for different anchorages, the available anchorages in the target anchorage are divided into the first, second, and third anchorages.

[0013] Secondly, a multi-device interconnection control method for a ship transshipment system includes the following sub-steps: Step S101: Analyze whether the ship needs to be transshipped based on cargo data and ship data; Step S102: Analyze the real-time navigation status of the vessel to be transferred, and obtain the transfer time data of the vessel to be transferred and the time period to be analyzed at the target anchorage. Step S103: Analyze the docked vessels that are undergoing transshipment in the target anchorage and obtain the remaining transshipment time of the docked vessels in the target anchorage. Step S104: Based on the actual arrival time of different vessels waiting to be transferred and the remaining transfer time of the vessels already docked, analyze the congestion situation of the target anchorage during the time period to be analyzed, and obtain the affected vessels in the target anchorage. Step S105: Based on the number of vessels to be transferred and the number of vessels affected that arrive during the time period to be analyzed, the anchorages within the target anchorage are divided.

[0014] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are: 1. This invention first analyzes whether a ship needs to be transshipped based on cargo data and ship data. At the same time, it analyzes the real-time navigation status of the ship to be transshipped, and obtains the transshipment time data of the ship to be transshipped and the time period to be analyzed at the target anchorage. This invention realizes the determination of the time period when the ship to be transshipped needs to be transshipped. 2. This invention also analyzes the berthed vessels undergoing transshipment within the target anchorage, obtaining the remaining transshipment time for these vessels. Simultaneously, based on the actual arrival time of different vessels awaiting transshipment and the remaining transshipment time of the berthed vessels, the congestion situation of the target anchorage during the analysis period is analyzed, identifying the affected vessels within the target anchorage. Based on the number of vessels awaiting transshipment and the number of affected vessels arriving during the analysis period, anchorage positions within the target anchorage are divided. This invention achieves effective allocation of anchorage positions through the interconnection of vessels awaiting transshipment with multiple devices within the target anchorage. Attached Figure Description

[0015] To facilitate understanding by those skilled in the art, the present invention will be further described below with reference to the accompanying drawings.

[0016] Figure 1 This is an overall system block diagram of the present invention; Figure 2 This is a schematic diagram showing the reached and unreached route points in this invention; Figure 3 This is a flowchart of the method of the present invention. Detailed Implementation

[0017] The technical solution of the present invention will be clearly and completely described below with reference to the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0018] Example 1: Please refer to Figure 1 and Figure 2 As shown, the technical solution provided by this invention is: a multi-device interconnected control system for a ship transshipment system. This system first calculates the ship's draft to determine whether the ship needs to transship, and matches corresponding target anchorages for different ships to be transshipped. At the same time, it analyzes the real-time navigation status of different ships to be transshipped to obtain their estimated arrival times and construct a time period to be analyzed. Then, it analyzes the congestion of the target anchorages within the time period to determine whether the target anchorages are congested. If congested, it divides the anchorages in the target anchorages according to the ship type. The system includes a management input terminal, a data acquisition module, a transshipment analysis module, a navigation analysis module, an anchorage analysis module, and an intelligent division module.

[0019] In this embodiment, the management input terminal is used to upload cargo data and ship data of the vessel, and send the cargo data and ship data of the vessel to the transshipment analysis module and the intelligent division module; Among them, cargo data includes the initial total weight of cargo on the ship and the type of cargo transportation, and ship data includes the ship's empty weight and the ship's target port. In this embodiment, the type of cargo transportation includes container transportation, pipeline transportation, etc. In this embodiment, the management input terminal in the transshipment system will upload cargo data and ship data to the transshipment analysis module after the ship has finished loading cargo, so as to determine whether the corresponding ship needs to be transshipped. The initial total cargo weight is the total weight of the cargo loaded on the ship, and the empty weight is the weight of the ship itself.

[0020] In this embodiment, the transshipment analysis module is used to analyze whether the ship needs to undergo transshipment. The analysis process is as follows: Obtain the initial total cargo weight and empty cargo weight on the ship, and sum the initial total cargo weight and empty cargo weight to obtain the ship's displacement weight. Obtain the theoretical draft of the ship under the corresponding displacement weight, obtain the actual density of the water at the target port, divide the theoretical density by the actual density, and multiply it by the theoretical draft to obtain the actual draft of the ship at the target port. Obtain the actual water depth at the target port and compare the actual water depth with the actual draft. If the actual water depth is greater than the actual draft, no operation will be performed. When the actual water depth is less than or equal to the actual draft, it indicates that there is a risk of the vessel running aground when it enters the target port. In this case, the vessel needs to be transferred, and the corresponding vessel is recorded as the vessel to be transferred. Obtain the actual anchorage water depth of different anchorages in the waters where the target port is located, and record the anchorages where the actual anchorage water depth is greater than the actual draft as the target anchorages for the vessels to be transferred. It should be explained that there are berthing anchorages in the target port with an actual anchorage depth greater than the actual draft and berthing anchorages with an actual anchorage depth less than or equal to the actual draft. However, the berthing anchorage to be transferred cannot be transferred at the berthing anchorage with an actual anchorage depth less than or equal to the actual draft. In this embodiment, the theoretical draft can be obtained from the hydrostatic curve of the corresponding ship. The theoretical draft is based on the theoretical density, which is the density of standard seawater, equal to 1.025 g / cm³. 3 Because the density of the water at the target port may differ from that of standard seawater, it is necessary to recalculate the actual draft of the ship based on the actual density. The transshipment analysis module sends the information about the vessel to be transshipped and the target anchorage to the navigation analysis module and the anchorage analysis module.

[0021] Furthermore, the data acquisition module is used to collect the target route information of the vessel to be transferred and send the target route information to the navigation analysis module; Among them, the target route information includes the target route of the vessel to be transferred, as well as the starting point, route distance, and preset route point of the target route; It should be explained that the target route is the route planned by the vessel to be transferred with the target anchorage as its destination. The route distance is the distance that the vessel to be transferred travels along the target route from the starting point of the route to the target anchorage. There are multiple preset route points in the target anchorage, and the target route between different preset route points is approximately a straight line segment. In the specific implementation process, the navigation analysis module is used to analyze the real-time navigation status of the vessel to be transferred. The analysis process is as follows: A plane rectangular coordinate system is constructed with the starting point of the route of the ship to be transferred as the origin, the latitude line of the earth as the horizontal axis, and the longitude line of the earth as the vertical axis; The real-time position coordinates of the vessel to be transferred and the actual position coordinates of different preset route points are obtained at different time points. The real-time distance between the vessel to be transferred and different preset route points is calculated by the distance formula. The minimum real-time distance is obtained by iterating and comparing different real-time distances, and the preset route point corresponding to the minimum real-time distance is recorded as the route point to be analyzed. Obtain the real-time distance between the vessel to be transferred and the route point to be analyzed at the previous time node, and compare the real-time distance at the previous time node with the real-time distance at the current time node; If the course of the vessel to be transferred is confirmed to be correct, and the real-time distance at the previous time point is greater than the real-time distance at the current time point, then the remaining travel distance of the vessel to be transferred is calculated. The calculation process is as follows: Please see Figure 2 As shown, the corresponding route point to be analyzed is recorded as the unreached route point. All preset route points between the unreached route point and the target anchorage along the target route are uniformly recorded as unreached route points, and the real-time distance at the current time node is recorded as the first remaining distance. The target route between adjacent unreached route points is recorded as the untraveled route. The untraveled route distances of different untraveled routes are obtained. The sum of the different untraveled route distances is then added to the first remaining distance to obtain the remaining route distance of the vessel to be transferred. Obtain the route distance of the vessel to be transferred, and subtract the remaining travel distance from the route distance to obtain the route travel distance of the vessel to be transferred; If the course of the vessel to be transferred is confirmed to be correct, and the real-time distance at the previous time point is less than the real-time distance at the current time point, then the remaining travel distance of the vessel to be transferred is calculated. The calculation process is as follows: The corresponding route point to be analyzed is recorded as the reached route point. All preset route points between the route start point and the reached route point are recorded as the reached route points along the target route. The real-time distance at the current time node is recorded as the first travel distance. Record the target route between adjacent reached route points as the route already traveled, obtain the route distance of different route already traveled, sum the different route distances and add them to the first route distance to obtain the route travel distance of the vessel to be transferred, obtain the route distance of the vessel to be transferred, and subtract the route distance of the route already traveled to obtain the remaining route distance of the vessel to be transferred. Obtain the route distance and total travel time of the vessel to be transferred. Divide the route distance by the total travel time to obtain the average speed of the vessel to be transferred. Divide the remaining route distance by the average travel speed to obtain the estimated travel time of the corresponding vessel to be transferred. Add the current time point to the estimated travel time to obtain the estimated arrival time of different vessels to be transferred. Obtain the historical transshipment time of different vessels to be transshipped in the target anchorage. Sum the different historical transshipment times and take the average to obtain the historical average transshipment time of the vessels to be transshipped in the target anchorage. With the expected arrival time as the left endpoint and the historical average transshipment time as the time period length, construct the time period to be analyzed for the target anchorage. It should be noted that the draft of the ships anchored in the target anchorage is mostly similar to the weight of their cargo. Therefore, the historical average transshipment time is used as the reference transshipment time for the ships to be transshipped, and the time period to be analyzed is constructed. The estimated arrival time and the historical average transshipment time are combined and recorded as the transshipment time data of the vessel to be transshipped; The navigation analysis module sends the transshipment time data of the vessels to be transshipped and the time period to be analyzed for the target anchorage to the anchorage analysis module.

[0022] In this embodiment, the management input terminal is also used to upload the real-time cargo weights of different ships in the target anchorage and send the real-time cargo weights to the anchorage analysis module; In this embodiment, the data acquisition module is used to collect the actual arrival times of different ships within the target anchorage and send them to the anchorage analysis module; In the specific implementation process, the anchorage analysis module is used to analyze the congestion situation of the target anchorage within the analysis period. The analysis process is as follows: The vessels in the target anchorage at the current time node are recorded as docked vessels. The actual arrival time of the docked vessels in the target anchorage at the current time node is obtained. The actual arrival time is subtracted from the time corresponding to the current time node to obtain the transshipment time of the docked vessels. Obtain the transshipment time data of the vessels to be transshipped, and compare the transshipment time of the vessels that have already docked with the historical average transshipment time; If the transit time of a docked vessel is less than the historical average transit time, then the remaining transit time of the docked vessel will be analyzed. The specific analysis process is as follows: Subtracting the already transshipped time from the historical average transshipment time yields the remaining transshipment time for the corresponding docked vessel. The estimated travel time for the vessel to be transshipped is then obtained, and the estimated travel time is compared with the remaining transshipment time. When the estimated transit time is greater than or equal to the remaining transshipment time, the corresponding berthed vessel will be recorded as a vessel not affected; when the estimated transit time is less than the remaining transshipment time, the corresponding berthed vessel will be recorded as a vessel affected. If the transit time of a docked vessel is greater than or equal to the historical average transit time, it indicates that the transit time of the corresponding docked vessel has exceeded the historical average transit time. Therefore, the remaining transit time of the docked vessel is analyzed. The specific analysis process is as follows: Obtain the initial total weight and real-time weight of cargo on the corresponding docked vessel. Subtract the real-time weight from the initial total weight to obtain the real-time cargo transfer weight on the docked vessel at the current time node. Divide the real-time cargo transfer weight by the transfer time to obtain the real-time cargo transfer rate of the corresponding docked vessel. Divide the real-time cargo weight by the real-time cargo transfer rate to obtain the remaining transfer time of the corresponding docked vessel, obtain the estimated travel time of the vessel to be transferred, and compare the estimated travel time with the remaining transfer time. When the estimated transit time is greater than or equal to the remaining transshipment time, the corresponding berthed vessel will be recorded as a vessel not affected; when the estimated transit time is less than the remaining transshipment time, the corresponding berthed vessel will be recorded as a vessel affected. In this embodiment, the real-time cargo weight is the real-time weight of the remaining cargo on the docked vessel. The estimated travel time of the vessel to be transferred is equal to the estimated arrival time. The estimated travel time is compared with the remaining transfer time. When the estimated travel time is greater than or equal to the remaining transfer time, it means that when the vessel to be transferred arrives at the target anchorage, the corresponding docked vessel will no longer occupy the corresponding target anchorage. When the estimated travel time is less than the remaining transfer time, it means that when the vessel to be transferred arrives at the target anchorage, the corresponding docked vessel will still occupy the corresponding target anchorage. Obtain the estimated arrival time of different vessels awaiting transshipment, count the number of vessels awaiting transshipment whose estimated arrival time falls within the time period to be analyzed and record it as the estimated arrival number, and count the number of affected vessels in the target anchorage at the current time node and record it as the affected vessel number. The total number of ships in the target anchorage during the time period to be analyzed is obtained by summing the number of affected ships with the expected number of arrivals. Obtain the number of anchorages in the target anchorage and compare the total number of ships in the target anchorage with the number of anchorages during the analysis period; If the total number of ships in the target anchorage during the analysis period is greater than the number of anchorages, an anchorage shortage signal is generated. If the total number of ships in the target anchorage during the analysis period is less than or equal to the number of anchorages, no operation will be performed. The anchorage analysis module sends the anchorage shortage signal to the intelligent allocation module.

[0023] In this embodiment, the intelligent division module is used to intelligently divide the vessel to be transferred into the anchorage in the target anchorage. The division process is as follows: Subtract the number of affected vessels from the number of anchorages to obtain the number of available anchorages in the target anchorage. Obtain the cargo transport type on different affected vessels in the target anchorage and classify the affected vessels as Type I vessels and Type II vessels respectively. Different anchorage types are matched to anchorages in the target anchorage based on different vessel types. The matching process is as follows: When the affected vessel moored at an anchorage in the target anchorage is a Type I vessel, the corresponding anchorage shall be recorded as a Type I anchorage; when the affected vessel moored at an anchorage in the target anchorage is a Type II vessel, the corresponding anchorage shall be recorded as a Type II anchorage. For example, if the type of cargo transported on the affected vessel is container transport, the affected vessel will be recorded as a Type 1 vessel; if the type of cargo transported on the affected vessel is pipeline transport, the affected vessel will be recorded as a Type 2 vessel. Similarly, obtain the cargo transportation type on the vessel to be transferred and match the corresponding vessel type for different vessels to be transferred; If any anchorage type corresponding to the vessel to be transferred exists in the target anchorage, no operation will be performed; When there is no anchorage type corresponding to the vessel to be transferred in the target anchorage, the corresponding vessel to be transferred is recorded as a vessel of type non-existent, and the anchorage required by the vessel of type non-existent is recorded as an unknown type anchorage. The number of vessels of type non-existent is counted and recorded as the number of vessels of type non-existent. For example, if there are two types of vessels to be transferred, namely Type 1 and Type 2, but only Type 1 anchorages exist in the target anchorage, then the vessels to be transferred, namely Type 2, are recorded as vessels of type not present. The number of vessels of type I awaiting transshipment is counted and recorded as the number of vessels of type I; the number of vessels of type II awaiting transshipment is counted and recorded as the number of vessels of type II. The percentage of the first number of vessels is obtained by dividing the number of vessels in the first category by the number of vessels in the expected arrivals. The percentage of the second number of vessels is obtained by dividing the number of vessels of the second category by the number of vessels in the expected arrivals. The percentage of the third number of vessels is obtained by dividing the number of vessels of the type that do not exist by the number of vessels in the expected arrivals. Multiply the proportion of the first type of vessels by the number of available anchorages and round up to obtain the required number of the first type of anchorages, and record it as the actual required number of the first anchorages. Similarly, multiply the proportion of the second type of vessels by the number of available anchorages and round up to obtain the required number of anchorages of the second type, and record it as the actual required number of anchorages of the second type; multiply the proportion of the third type of vessels by the number of available anchorages and round up to obtain the required number of anchorages of the unknown type, and record it as the actual required number of anchorages of the third type. The actual demand for anchorages is obtained by summing the actual demand for the first anchorage, the second anchorage, and the third anchorage. The total actual demand for anchorages is then compared with the number of available anchorages. If the total actual demand for anchorages exceeds the number of available anchorages, then the anchorage types affecting the anchorages occupied by ships are identified, and the demand for different anchorages is adjusted accordingly. The adjustment process is as follows: When all the anchorages occupied by the affected vessels are of type 1 anchorages, the excess anchorage demand is obtained by subtracting the number of available anchorages from the anchorage demand quantity, and the excess anchorage demand is obtained by subtracting the excess anchorage demand from the number of type 1 anchorages. When all the anchorages occupied by the affected vessels are of type 2, the excess anchorage demand is obtained by subtracting the number of available anchorages from the anchorage demand quantity, and the excess anchorage demand is obtained by subtracting the excess anchorage demand from the second anchorage demand quantity. When the type of anchorage occupied by a ship includes both Type I and Type II anchorages, the excess anchorage demand is obtained by subtracting the number of available anchorages from the required anchorage demand. Then, the required anchorage demand for any one type of anchorage is corrected to obtain the corresponding corrected anchorage demand. If the total actual demand for anchorages equals the number of available anchorages, no action will be taken. Based on the actual or adjusted demand for different anchorages, the available anchorages in the target anchorage are divided into the first, second, and third anchorages. It should be noted that the actual demand for the first, second, and third anchorages is rounded up when calculating the actual demand, so the total actual demand for anchorages is never less than the number of available anchorages. In this embodiment, when the vessel to be transferred arrives at the target anchorage, the first type of vessel enters the first anchorage for transfer, the second type of vessel enters the second anchorage for transfer, and the vessel of no type enters the third anchorage for transfer. They are queued in order of their actual arrival time. At the same time, after the vessels at the first and second type anchorages have completed their transfer, the vessel to be transferred can proceed to the first and second type anchorages according to its corresponding type for transfer.

[0024] Example 2: Please refer to Figure 3 As shown, based on another concept of the same invention, a multi-device interconnection control method for a ship transshipment system is proposed, comprising the following steps: Step S101: Analyze whether the ship needs to be transshipped based on cargo data and ship data; Step S102: Analyze the real-time navigation status of the vessel to be transferred, and obtain the transfer time data of the vessel to be transferred and the time period to be analyzed at the target anchorage. Step S103: Analyze the docked vessels that are undergoing transshipment in the target anchorage and obtain the remaining transshipment time of the docked vessels in the target anchorage. Step S104: Based on the actual arrival time of different vessels waiting to be transferred and the remaining transfer time of the vessels already docked, analyze the congestion situation of the target anchorage during the time period to be analyzed, and obtain the affected vessels in the target anchorage. Step S105: Based on the number of vessels to be transferred and the number of vessels affected that arrive during the time period to be analyzed, the anchorages within the target anchorage are divided.

[0025] The preferred embodiments of the present invention disclosed above are merely illustrative of the invention. These preferred embodiments do not exhaustively describe all details, nor do they limit the invention to any specific implementation. Clearly, many modifications and variations can be made based on the content of this specification. This specification selects and specifically describes these embodiments to better explain the principles and practical applications of the invention, thereby enabling those skilled in the art to better understand and utilize the invention. The invention is limited only by the claims and their full scope and equivalents.

Claims

1. A multi-device interconnection control system for a ship-to-barge system, characterized by, The management input terminal is used for uploading cargo data and ship data of the ship and sending them to the transshipment analysis module and the intelligent division module; the transshipment analysis module is used for analyzing whether the ship needs to be transshipped, obtaining a to-be-transshipped ship and a target anchorage through analysis, and sending them to the voyage analysis module and the anchorage analysis module; the data acquisition module is used for collecting target route information of the to-be-transshipped ship and sending the target route information to the voyage analysis module; the voyage analysis module is used for analyzing a real-time voyage state of the to-be-transshipped ship, obtaining transshipment time data of the to-be-transshipped ship and a to-be-analyzed time period for the target anchorage through analysis, and sending them to the anchorage analysis module; The management input terminal is also used for uploading real-time cargo weights on different ships in the target anchorage and sending the real-time cargo weights to the anchorage analysis module; the data acquisition module is also used for collecting actual arrival times of the different ships in the target anchorage and sending the actual arrival times to the anchorage analysis module; the anchorage analysis module is used for analyzing a crowded condition of the target anchorage in the to-be-analyzed time period, obtaining an anchorage shortage signal through analysis, and sending the anchorage shortage signal to the intelligent division module; the intelligent division module is used for intelligently dividing the to-be-transshipped ship and an anchorage in the target anchorage, and obtaining a first anchorage, a second anchorage and a third anchorage through division.

2. A multi-device interconnection control system for a ship-to-barge system according to claim 1, characterized in that, The cargo data is initial total weight of cargo on the ship and a cargo transportation type, and the ship data is a deadweight of the ship and a target port of the ship; the target route information is a target route of the to-be-transshipped ship and a route starting point, a route distance and a preset route point of the target route.

3. A multi-device interconnection control system for a ship-to-barge system according to claim 2, wherein, The analysis process of the transshipment analysis module includes the following contents: obtaining the initial total weight of the cargo on the ship and the deadweight, adding the initial total weight and the deadweight to obtain a displacement of the ship; obtaining a theoretical draught of the ship corresponding to the displacement, obtaining an actual density of a water area at the target port, multiplying the theoretical density by the theoretical draught to obtain an actual draught of the ship at the target port; obtaining an actual water depth of the water area corresponding to the target port, and comparing the actual water depth with the actual draught; when the actual water depth is greater than the actual draught, no operation is performed; when the actual water depth is less than or equal to the actual draught, the corresponding ship is recorded as the to-be-transshipped ship; obtaining actual anchorage water depths of different anchages in the water area at the target port, and recording an anchorage with an actual anchorage water depth greater than the actual draught as the target anchorage of the to-be-transshipped ship.

4. A multi-device interconnection control system for a ship-to-barge system according to claim 3, wherein The analysis process of the voyage analysis module includes the following contents: a plane rectangular coordinate system is constructed with the route starting point of the to-be-transshipped ship as an origin, an earth latitude line as a horizontal axis and an earth longitude line as a vertical axis; Obtain the real-time position coordinates of the to-be-transferred ship at different time nodes and the actual position coordinates of different preset route points, calculate the real-time distance between the to-be-transferred ship and different preset route points through a distance formula, traverse and compare different real-time distances to obtain the minimum value of the real-time distance, and record the preset route point corresponding to the minimum value of the real-time distance as a to-be-analyzed route point; Obtain the real-time distance between the to-be-transferred ship and the to-be-analyzed route point at the last time node, and compare the real-time distance corresponding to the last time node with the real-time distance corresponding to the current time node; If the real-time distance corresponding to the last time node is greater than the real-time distance corresponding to the current time node under the condition that the heading of the to-be-transferred ship is confirmed to be correct, calculate the remaining travel distance of the to-be-transferred ship; Record the to-be-analyzed route point as an unarrived route point, uniformly record all preset route points between the unarrived route point and the target anchorage as unarrived route points along the target route, and record the real-time distance corresponding to the current time node as a first remaining distance; Record the target route between adjacent unarrived route points as an untraveled route, obtain the untraveled route distances of different untraveled routes, and add the untraveled route distances to obtain the route remaining distance of the to-be-transferred ship after summing up the first remaining distance; Obtain the route distance of the to-be-transferred ship, and obtain the route travel distance of the to-be-transferred ship by subtracting the remaining travel distance from the route distance.

5. A multi-device interconnection control system for a ship-to-barge system according to claim 4, wherein The analysis process of the navigation analysis module further includes the following contents: If the real-time distance corresponding to the last time node is less than the real-time distance corresponding to the current time node under the condition that the heading of the to-be-transferred ship is confirmed to be correct, calculate the remaining travel distance of the to-be-transferred ship, and the calculation process is specifically as follows: Record the to-be-analyzed route point as an arrived route point, uniformly record all preset route points between the route starting point and the arrived route point as arrived route points along the target route, and record the real-time distance corresponding to the current time node as a first travel distance; Record the target route between adjacent arrived route points as a traveled route, obtain the traveled route distances of different traveled routes, add the traveled route distances to obtain the route travel distance of the to-be-transferred ship after summing up the first travel distance, obtain the route distance of the to-be-transferred ship, and obtain the route remaining distance of the to-be-transferred ship by subtracting the traveled route distance from the route distance; Obtain the route travel distance and the total travel time of the to-be-transferred ship, divide the route travel distance by the total travel time to obtain the average travel speed of the to-be-transferred ship, divide the route remaining distance by the average travel speed to obtain the predicted travel time of the to-be-transferred ship, and add the time corresponding to the current time node to the predicted travel time to obtain the predicted arrival time of the different to-be-transferred ships; Obtain the historical transfer time of different to-be-transferred ships in the target anchorage, add the different historical transfer times to obtain the average historical transfer time of the to-be-transferred ship in the target anchorage, and construct a to-be-analyzed time period for the target anchorage with the predicted arrival time as the left endpoint and the average historical transfer time as the time period length. The predicted arrival time and the historical average unloading duration are recorded as the unloading time data of the unloading ship.

6. A multi-device interconnection control system for a ship-to-barge system according to claim 5, wherein, The analysis process of the anchorage analysis module includes the following contents: The ship in the target anchorage at the current time node is recorded as a docked ship, the actual arrival time of the docked ship in the target anchorage at the current time node is obtained, the current time node corresponding time is subtracted from the actual arrival time to obtain the unloading duration of the docked ship; The unloading time data of the unloading ship is obtained, and the unloading duration of the docked ship is compared with the historical average unloading duration; If the unloading duration of the docked ship is less than the historical average unloading duration, the remaining unloading duration of the docked ship is analyzed, and the analysis process is specifically as follows: The historical average unloading duration is subtracted from the unloading duration to obtain the remaining unloading duration of the corresponding docked ship, the predicted travel duration of the unloading ship is obtained, and the predicted travel duration is compared with the remaining unloading duration; When the predicted travel duration is greater than or equal to the remaining unloading duration, the corresponding docked ship is recorded as a non-impact ship; when the predicted travel duration is less than the remaining unloading duration, the corresponding docked ship is recorded as an impact ship; If the unloading duration of the docked ship is greater than or equal to the historical average unloading duration, the remaining unloading duration of the docked ship is analyzed, and the analysis process is specifically as follows: The initial total weight of the cargo on the corresponding docked ship and the real-time cargo weight are obtained, the initial total weight of the cargo is subtracted from the real-time cargo weight to obtain the real-time cargo unloading weight of the docked ship at the current time node, and the real-time cargo unloading weight is divided by the unloading duration to obtain the real-time cargo unloading rate of the corresponding docked ship; The real-time cargo weight is divided by the real-time cargo unloading rate to obtain the remaining unloading duration of the corresponding docked ship, the predicted travel duration of the unloading ship is obtained, and the predicted travel duration is compared with the remaining unloading duration; When the predicted travel duration is greater than or equal to the remaining unloading duration, the corresponding docked ship is recorded as a non-impact ship; when the predicted travel duration is less than the remaining unloading duration, the corresponding docked ship is recorded as an impact ship.

7. A multi-device interconnection control system for a ship-to-barge system according to claim 6, wherein The analysis process of the anchorage analysis module also includes the following contents: The predicted arrival time of different unloading ships is obtained, the number of unloading ships with predicted arrival time belonging to the time period to be analyzed is counted and recorded as the predicted arrival number, and the number of impact ships in the target anchorage at the current time node is counted and recorded as the impact ship number; The impact ship number and the predicted arrival number are added and summed to obtain the total number of ships in the target anchorage in the time period to be analyzed; The number of anchorages in the target anchorage is obtained, and the total number of ships in the target anchorage in the time period to be analyzed is compared with the number of anchorages; If the total number of ships in the target anchorage in the time period to be analyzed is greater than the number of anchorages, an anchorage shortage signal is generated; If the total number of ships in the target anchorage in the time period to be analyzed is less than or equal to the number of anchorages, no operation is performed.

8. A multi-device interconnection control system for a ship-to-barge system according to claim 7, characterized in that, The division process of the intelligent division module includes the following contents: The number of anchorages is reduced by the number of influence ships to obtain the number of idle anchorages in the target anchorage, the types of cargo transportation on different influence ships in the target anchorage are obtained, and the influence ships are recorded as first-type ships and second-type ships respectively; Different anchorage types are matched for anchorages in the target anchorage according to different ship types, and the matching process is specifically as follows: When the influence ship berthing on the anchorage in the target anchorage is a first-type ship, the corresponding anchorage is recorded as a first-type anchorage; when the influence ship berthing on the anchorage in the target anchorage is a second-type ship, the corresponding anchorage is recorded as a second-type anchorage; Similarly, the types of cargo transportation on the to-be-transferred ships are obtained, and corresponding ship types are matched for different to-be-transferred ships; When there is any anchorage type corresponding to the to-be-transferred ship in the target anchorage, no operation is performed; When there is no anchorage type corresponding to the to-be-transferred ship in the target anchorage, the corresponding to-be-transferred ship is recorded as a type-non-existing ship, the anchorage required by the type-non-existing ship is recorded as an unknown-type anchorage, the number of type-non-existing ships is counted and recorded as a type-non-existing ship number; The number of to-be-transferred ships of the first-type ships is counted and recorded as a first ship number, and the number of to-be-transferred ships of the second-type ships is counted and recorded as a second ship number; The first ship number is divided by the predicted arrival number to obtain a first ship number ratio, the second ship number is divided by the predicted arrival number to obtain a second ship number ratio, and the type-non-existing ship number is divided by the predicted arrival number to obtain a third ship number ratio; The first ship number ratio is multiplied by the number of idle anchorages and rounded up to obtain the demand number of the first-type anchorages and recorded as a first anchorage actual demand number; Similarly, the second ship number ratio is multiplied by the number of idle anchorages and rounded up to obtain the demand number of the second-type anchorages and recorded as a second anchorage actual demand number; and the third ship number ratio is multiplied by the number of idle anchorages and rounded up to obtain the demand number of the unknown-type anchorages and recorded as a third anchorage actual demand number.

9. A multi-device interconnection control system for a ship-to-barge system according to claim 8, wherein, The division process of the intelligent division module further includes the following contents: The first anchorage actual demand number, the second anchorage actual demand number and the third anchorage actual demand number are added to obtain an anchorage actual demand total number, and the anchorage actual demand total number is compared with the number of idle anchorages; If the anchorage actual demand total number is greater than the number of idle anchorages, the anchorage types of the anchorages occupied by the influence ships are obtained, and different anchorage demand numbers are corrected, and the correction process is specifically as follows: When the anchorage types occupied by the influence ships are all first-type anchorages, the anchorage demand number is reduced by the number of idle anchorages to obtain an anchorage demand excess, and the first anchorage demand number is reduced by the anchorage demand excess to obtain a first anchorage corrected demand number; When the anchorage types occupied by the influence ships are all second-type anchorages, the anchorage demand number is reduced by the number of idle anchorages to obtain an anchorage demand excess, and the second anchorage demand number is reduced by the anchorage demand excess to obtain a second anchorage corrected demand number; and When the anchorage types occupied by the influence ships are all second-type anchorages, the anchorage demand number is reduced by the number of idle anchorages to obtain an anchorage demand excess, and the second anchorage demand number is reduced by the anchorage demand excess to obtain a second anchorage corrected demand number. When the anchor position type occupied by the influence ship is both the first type anchor position and the second type anchor position, the anchor position demand exceeding quantity is obtained by subtracting the idle anchor position quantity from the anchor position demand quantity, and the corresponding anchor position corrected demand quantity is obtained by correcting any anchor position demand quantity; If the total actual anchor position demand quantity is equal to the idle anchor position quantity, no operation is performed; The idle anchor positions in the target anchorage are divided into the first anchor position, the second anchor position and the third anchor position according to different anchor position actual demand quantities or anchor position corrected demand quantities.

10. A method for controlling a plurality of devices for a ship transfer system, the method comprising: The method comprises the following sub-steps: Step S101, analyzing whether the ship needs to be transshipped according to the cargo data and the ship data; Step S102, analyzing the real-time sailing state of the ship to be transshipped to obtain the transshipment time data of the ship to be transshipped and the to-be-analyzed time period of the target anchorage; Step S103, analyzing the ship that has stopped in the target anchorage and is being transshipped to obtain the remaining transshipment time length of the ship that has stopped in the target anchorage; Step S104, analyzing the congestion of the target anchorage in the to-be-analyzed time period according to the actual arrival time of different ships to be transshipped and the remaining transshipment time length of the ship that has stopped to obtain the influence ship in the target anchorage; Step S105, dividing the anchor positions in the target anchorage according to the number of the ships to be transshipped and the influence ship that arrive in the to-be-analyzed time period.

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