Ship organization method based on compound channel

Abstract

The invention discloses a ship organization method based on a compound channel. The scheduling efficiency and rationality are improved through a systematized process. The method comprises the following steps: firstly, classifying ships, and assigning corresponding channels according to different types of ships so as to guarantee the basic order of navigation; then, conflict points in ship navigation are identified, the priority of each ship is set, and the potential conflict problem is solved; then constructing an optimization model, and comprehensively considering various factors to realize the overall optimization of the scheduling scheme; and finally, quickly and effectively obtaining and outputting an optimal scheduling scheme by adopting a meta-heuristic solving method. The method can effectively reduce the ship waiting time, improves the channel utilization rate, reduces the conflict occurrence probability, provides a scientific and efficient solution for ship scheduling, is suitable for ship scheduling management of various ports and channels, and has wide application prospects and practical values.

Description

Technical Field

[0001] This invention relates to the field of ship scheduling technology, and more specifically, to a ship organization method based on a double channel. Background Technology

[0002] Currently, long-distance bulk cargo transportation still relies primarily on waterways, with over 80% of global freight volume handled by ocean-going vessels. Port access channels have become bottlenecks restricting cargo transport. For some channels, the number of vessels passing through has approached or even exceeded their capacity, potentially causing traffic congestion, increasing vessel dwell time, reducing port service quality, and even leading to collisions and severe loss of life and property. Against this backdrop, a dual-channel organization model, which can fully utilize channel resources, reduce dredging workload, and improve channel capacity, has been proposed. However, because it requires division based on vessel draft and size, multiple traffic flows exist within the port basin and channel, leading to multiple points of conflict between vessels and causing significant challenges to traffic organization. Related research still faces the following limitations: In the process of establishing the mathematical model, how to eliminate vessel conflict points in key waterways such as the entrance and exit of the complex channel and the junctions of port basin tributaries remains a key focus and challenge. On the one hand, it is necessary to fully consider the safe distances or safe time intervals between vessels; on the other hand, it is necessary to distinguish the different scenario requirements such as vessel crossings and encounters. To facilitate subsequent solutions, higher requirements are also placed on the simplicity of the model.

[0003] Existing optimization models generally aim to minimize the total time ships spend in port or the total waiting time. However, due to the varying tonnage of ships, the time value of each ship also differs. Simply pursuing the shortest total time may actually lead to low overall economic efficiency in port operations. Therefore, comprehensively considering the economic costs of port operations in the model is a more scientific and reasonable approach.

[0004] Therefore, in order to solve the above-mentioned technical problems, this application proposes a ship organization method based on a double channel. Summary of the Invention

[0005] In view of the shortcomings of the existing technology, the purpose of this invention is to provide a ship organization method based on a double channel.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a ship organization method based on a double-channel waterway, comprising the following steps: Step 1: Classify ships into large ships and small ships according to their deadweight tonnage, length, beam and draft, and assign them to the main channel and auxiliary channel of the complex channel respectively. Step 2: Identify traffic conflict points in the intersection areas of the main and auxiliary channels and the intersection areas of the branch channels in the complex waterway, and establish waterway priority rules. The waterway priority rules include: vessels in the main channel have priority over vessels in the auxiliary channel in the intersection area, and departing vessels have priority over arriving vessels in the intersection area. Step 3: Construct an optimization model with the objective of minimizing the total economic cost of the port area. The total economic cost is the sum of the expenses incurred by each vessel during the anchoring, port entry, port exit, and berthing phases. The expenses for each phase are set with differentiated cost rates based on the vessel's tonnage or size. The optimization model includes the following constraints: (a) Draft matching constraint: The sum of the draft and the margin of the vessel at any position in the channel shall not exceed the sum of the normal depth of the channel at that position and the real-time tide height. (b) Vessel safety distance constraints: The time interval or spatial distance between following vessels and preceding vessels in the same channel must meet the safety requirements calculated based on vessel length and speed; (c) Temporal Exclusivity Constraint at Conflict Points: In accordance with the aforementioned channel priority rules, temporal exclusivity constraints are imposed on the passage times of vessels at conflict points; Step 4: Solve the optimization model using a metaheuristic algorithm to output the arrival and departure times of each vessel, channel selection, and port basin allocation scheme.

[0007] Preferably, the dynamic draft adaptation constraint is implemented in the following way: First, based on the ship's speed Its port entry sailing time Departure sailing time Calculate its position in the waterway:

[0008] Where L is the total length of the channel, and then, based on the position and corresponding time, a draft constraint is applied:

[0009] in, Indicates a ship In the waterway The draft in the middle, This indicates the corresponding abundant water depth. For the waterway Time and location The normal depth, This indicates the tide height at the corresponding moment.

[0010] Preferably, the navigation safety distance constraint is implemented in the following manner: For two ships sailing consecutively in the same waterway and , The ship is After the ship sails, based on its length and speed, calculate the safe time interval required to pass any position in the channel, and apply the following constraints:

[0011] in, Indicates the time when a ship passes a certain position in the waterway. Indicates the length of the ship. The speed at which a ship sails.

[0012] Preferably, the total economic cost is expressed according to the following formula:

[0013] This indicates the total economic cost of operating the port area. This indicates a ship organization scheme in a double-channel scenario. Indicates a collection of ships. , , , Representing ships The duration of anchorage, the duration of navigation upon arrival, the duration of navigation upon departure, and the duration of berthing. , , , Representing ships The cost rates for anchoring, entering port, leaving port, and berthing depend on the vessel itself and are positively correlated with its deadweight tonnage, length, or draft.

[0014] Preferably, the conflict point temporal exclusive constraint is implemented in the following way: At traffic conflict points in a complex waterway, for multiple vessels planning to pass simultaneously, binary logic variables or time window offsets are introduced based on their waterway type or navigation direction to force the passage times of different vessels to be mutually exclusive in the time dimension, thereby avoiding physical conflicts.

[0015] A ship organization system based on a double-channel waterway, characterized in that it includes: The data acquisition module is used to acquire ship arrival plans, channel depth distribution, real-time tidal data, and ship technical parameters. The optimization modeling module is used to construct a scheduling optimization model with the goal of minimizing the total economic cost of the port area, which includes dynamic draft adaptation constraints, navigation safety distance constraints, and conflict point temporal exclusive constraints. The solver module is used to call the mixed-integer linear programming solver to solve the model; The scheduling output module is used to generate scheduling instructions from the solved ship organization scheme and push them to the ship traffic service system.

[0016] Preferably, the solution module solves the model using a solver, which includes, but is not limited to, CPLEX, Gurobi, and SCIP.

[0017] A computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the ship organization method based on a duplex channel as described in any one of claims 1 to 5.

[0018] Compared with the prior art, the present invention has the following beneficial effects: 1. By scientifically classifying vessels and accurately assigning channels based on the classification results, different types of vessels can navigate in their designated lanes, avoiding disorderly occupation of channels. This greatly simplifies the scheduling process, reduces communication and coordination costs during scheduling, significantly improves the overall efficiency of vessel scheduling, and allows vessels to pass through channels more quickly and smoothly.

[0019] 2. Identifying conflict points during navigation and rationally assigning priorities to each vessel allows for the anticipation and handling of potential conflicts in advance. This significantly reduces the risk of collisions and other safety incidents in waterways, providing reliable safety assurance for ship navigation.

[0020] 3. The constructed optimization model can comprehensively consider various factors such as ship type, waterway conditions, and transportation task priority, and optimize the scheduling plan from a global perspective. This makes scheduling decisions more scientific and reasonable, fully utilizes the efficiency of waterways and ships, and achieves optimal resource allocation. Attached Figure Description

[0021] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings: Figure 1 This is a schematic diagram of the waterway planning structure of the present invention; Figure 2 This is a flowchart of the present invention. Detailed Implementation

[0022] Example 1

[0023] like Figure 1-2 As shown, this invention provides a ship organization method based on a double channel. In specific implementation, the first step is to perform a data acquisition step to provide necessary input parameters for subsequent ship organization optimization. This step is automatically completed by a port scheduling system or a ship traffic service system, and specifically includes the following sub-steps: The set of vessels to be dispatched is obtained from the port production management system, the vessel agent declaration system, and the AIS (Automatic Identification System). The classification of these vessels is carried out according to the following rules: Obtain each ship The four navigation characteristic parameters, deadweight tonnage ,captain boat width Draft Then, thresholds are set based on the port area's waterways and berth grades:

[0024] Then, weights are assigned to each indicator:

[0025] Then, the weighted score is calculated using the following formula:

[0026] like Then the ship If it is a large vessel, then it is a small vessel. Then, the waterway is assigned according to the following rules: large vessels are assigned to the main waterway, and small vessels are assigned to the auxiliary waterway. Step 2: Identify traffic conflict points in the intersection areas of the main and auxiliary channels and the intersection areas of the branch channels in the complex waterway, and establish waterway priority rules. The waterway priority rules include: vessels in the main channel have priority over vessels in the auxiliary channel in the intersection area, and departing vessels have priority over arriving vessels in the intersection area. Specifically, based on the waterway geometry diagram, the following two types of traffic conflict points were first identified: The area where the main channel and the northern and southern branch channels meet is a risk of multiple traffic flows converging. Branch channel intersection area: The intersection between the north branch channel and the south branch channel may cause mutual interference between vessels entering and leaving the port; For the aforementioned conflict points, the following channel priority rules are established: Vessels in the main channel have priority over vessels in the auxiliary channel in the intersection area; departing vessels have priority over arriving vessels in the intersection area. This priority rule does not rely on manual judgment, but is automatically executed by introducing time window offsets or binary logical variables into the optimization model; Step 3: Construct an optimization model with the objective of minimizing the total economic cost of the port area. The total economic cost is the sum of the expenses incurred by each vessel during the anchoring, port entry, port exit, and berthing phases. The expenses for each phase are set with differentiated cost rates based on the vessel's tonnage or size. The optimization model includes the following constraints: (a) Draft matching constraint: The sum of the draft and the margin of the vessel at any position in the channel shall not exceed the sum of the normal depth of the channel at that position and the real-time tide height. Dynamic draft adaptation constraints are implemented in the following ways: First, based on the ship's speed Its port entry sailing time Departure sailing time Calculate its position in the waterway:

[0027] Where L is the total length of the channel, and then, based on the position and corresponding time, a draft constraint is applied:

[0028] in, Indicates a ship In the waterway The draft in the middle, This indicates the corresponding abundant water depth. For the waterway Time and location The normal depth, Indicates the tide height at the corresponding moment. (b) Vessel safety distance constraints: The time interval or spatial distance between following vessels and preceding vessels in the same channel must meet the safety requirements calculated based on vessel length and speed; Navigation safety distance constraints are achieved in the following ways: For two ships sailing consecutively in the same waterway and , The ship is After the ship sails, based on its length and speed, calculate the safe time interval required to pass any position in the channel, and apply the following constraints:

[0029] in, Indicates the time when a ship passes a certain position in the waterway. Indicates the length of the ship. For ship sailing speed (c) Temporal Exclusivity Constraint at Conflict Points: In accordance with the aforementioned channel priority rules, temporal exclusivity constraints are imposed on the passage times of vessels at conflict points; At the traffic conflict points identified in step two, a time-sequenced exclusion condition is imposed on vessels planning to pass simultaneously, according to the established channel priority rules: Vessels in the main channel have priority over vessels in the auxiliary channel in the intersection area; In one specific embodiment of the present invention, the following key traffic conflict points are first identified based on the topology of the complex waterway: Area C: The intersection of the main channel and the auxiliary channel, including the entrance and exit; Area B: The core navigable section of the main channel; Area A: The intersection of the northern branch channel and the southern branch channel; To address the aforementioned conflicts, the following channel priority rules are established for different time windows and implemented through corresponding mathematical constraints: (1) Time T1: Large ships in the main channel have priority over small ships in the auxiliary channel at the entrance of area C. At time T1, large ships and small ships cannot simultaneously enter the channel through area C. If this condition is not met, large ships in the main channel have priority.

[0030] The constraints corresponding to this rule are:

[0031] in, Indicates the time when small vessels enter the channel from the auxiliary channel; Indicates the time when large ships enter the main channel; exist If vessels in the main and auxiliary channels cannot arrive at Area B simultaneously, vessels in the main channel have priority if the following conditions are not met:

[0032] in, Indicates the time when small vessels enter area B of the auxiliary channel; This indicates the moment when large vessels enter area B in the main channel. exist At any given time, vessels departing from the North Branch Channel and vessels arriving from the South Branch Channel cannot arrive at Area A simultaneously. If this condition is not met, vessels departing from the North Branch Channel have priority.

[0033] This indicates the time when vessels entering the port via the southern branch channel arrive at area A. This indicates the time when a vessel departing from the North Branch Channel arrives at Area A; exist At any given time, vessels departing from the North Branch Channel and vessels departing from the South Branch Channel cannot arrive at Area A simultaneously. If this condition is not met, vessels departing from the South Branch Channel have priority.

[0034] This indicates the time when a vessel departing from the northern branch channel arrives at area A. This indicates the time when a vessel departing from the South Branch Channel arrives at Area A; exist At any given time, vessels departing from both the main and auxiliary channels are not allowed to leave the channel simultaneously at position C. In case of conflict, vessels departing from the main channel have priority.

[0035] This indicates the time when a vessel departing from the auxiliary channel arrives at position C. This indicates the time when a vessel departing from the main channel arrives at position C; Furthermore, it must be ensured that, within the main shipping channel, the sum of the beams of the vessels is less than a specified value. ,in Indicates ships in the main channel width, Indicates ships in the main channel The width; This indicates the upper limit of the width of the main channel. In any cross section of the complex channel, the number of ships cannot exceed 4. Departing vessels have priority over arriving vessels in the intersection area. This constraint is achieved by introducing time window mutual exclusion conditions or binary logic variables into the optimization model to ensure that the passage time of high-priority vessels is not disturbed by low-priority vessels. Thus, together with dynamic draft adaptation constraints and navigation safety distance constraints, it constitutes a complete safety scheduling guarantee system. Total economic cost is expressed by the following formula:

[0036] This indicates the total economic cost of operating the port area. This indicates a ship organization scheme in a double-channel scenario. Indicates a collection of ships. , , , Representing ships The duration of anchorage, the duration of navigation upon arrival, the duration of navigation upon departure, and the duration of berthing. , , , Representing ships The cost rates for anchoring, entering port, leaving port, and berthing depend on the vessel itself and are positively correlated with the vessel’s deadweight tonnage, length, or draft. The objective function and constraints are combined into a mixed integer programming model, and an optimization solver (such as CPLEX, Gurobi, etc.) is called to solve it, so as to obtain the arrival start time, berthing completion time, departure start time and departure completion time of each ship. Final output of the ship organization scheme Meeting the following requirements: all vessels can navigate safely within usable water depth; there is no risk of overtaking within the same channel; there are no temporal or spatial conflicts at the point of conflict; and the total economic cost of the port area is minimized. Step 4: Given the complexity of organizing ship entry and exit in a complex channel, a metaheuristic algorithm was designed to solve the problem. The main steps of the algorithm include: chromosome compilation, fitness value calculation, crossover and mutation rule design, and algorithm termination principle formulation.

[0037] Chromosome Encoding: In this invention, a four-level encoding is employed. The first level of encoding represents the ship's number, using natural coding to identify the currently organized ships and clarify the overall organizational sequence of the plan. The second level of encoding represents the ship's entry and exit from port, with entry being 1 and exit being 0. The third level represents the waterway used by the ship, with the main waterway being 1 and the auxiliary waterway being 0. The fourth level represents the port basin where the ship is located, with the north port basin being 1 and the south port basin being 0. The decoding process is the reverse of the encoding process; the corresponding ship information can be obtained based on the chromosome encoding. The encoding and decoding process is simple and easy to understand, and it facilitates the representation of the ship entry and exit organization plan using natural and real numbers.

[0038] Encoding format: Decimal encoding is used. Chromosome length = number of ships × 13. Each 13-digit number corresponds to a ship's "number-entry / exit-channel-port basin". The first 10 digits represent the ship's number, and the last three digits represent the entry / exit (1=entry, 0=exit), channel (1=main channel, 0=auxiliary channel), and port basin (1=north port basin, 0=south port basin) status, respectively. For example, ship 256 is encoded as "0-1-0-0-0-0-0-0-0-0-0-1". The first 10 digits represent 256, the 11th digit (0) represents exit, the 12th digit (0) represents the auxiliary channel, and the 13th digit (1) represents the north port basin.

[0039] Fitness calculation: This invention aims to minimize the total economic cost of all ship operations within the scheduling timeframe. Therefore, for each individual, the lower the total economic cost during the selection process, the greater its advantage and the higher its fitness value. Simultaneously, to prevent a ship from waiting too long, when a ship's operating cost becomes too high, the fitness value of that individual is reduced, thus preserving superior individuals and avoiding local optima. In this invention, the reciprocal of the total economic cost is used as the fitness function.

[0040] Crossover and mutation rule design: A two-point crossover is adopted. First, two crossover points are randomly selected in the gene sequence of an individual. Then, the genes of the two individuals between these two crossover points are exchanged to generate two new offspring individuals. A combination of binary mutation and real number mutation is used. Real number mutation is used for the ship number part, while binary mutation is used for ship entry and exit from port, main and auxiliary channels, and north and south port basins.

[0041] The algorithm termination principle is defined as follows: To ensure computational efficiency and avoid getting stuck in an infinite loop, a maximum number of iterations is set. If the convergence accuracy is reached when the iteration count is less than the maximum number of iterations, the loop is exited and a normal solution is output; if the maximum number of iterations is reached and convergence is still not achieved, the loop is exited and an acceptable solution is output.

[0042] A ship organization system based on a double channel includes: The data acquisition module is used to acquire ship arrival plans, channel depth distribution, real-time tidal data, and ship technical parameters. The optimization modeling module is used to construct a scheduling optimization model with the goal of minimizing the total economic cost of the port area, which includes dynamic draft adaptation constraints, navigation safety distance constraints, and conflict point temporal exclusive constraints. The solver module is used to call the mixed-integer linear programming solver to solve the model; The scheduling output module is used to generate scheduling instructions from the solved ship organization scheme and push them to the ship traffic service system.

[0043] The solution module solves the model through a solver, which includes, but is not limited to, CPLEX, Gurobi, and SCIP.

[0044] A computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the above-described ship organization method based on a duplex waterway.

[0045] Example 2 Here, a specific embodiment is used for illustration: The port area has two branch channels, north and south, sharing a single main channel. The main and auxiliary channels facilitate the passage of vessels of different sizes. Vessels pass through three key waterways (A, B, and C) during their journey to and from the port. Table 1 shows the basic information and berthing / departure details of 30 randomly selected vessels from a specific day's planned period in a certain port area. The algorithm parameters are set as follows: population size 200, maximum number of iterations 300, crossover probability 0.8, and mutation probability 0.05.

[0046] Table 1

[0047] In a specific embodiment of the present invention, taking into account the arrival or departure time of the ships and their draft, the ship organization and scheduling scheme shown in Table 2 is obtained by solving the optimization model. As can be seen from the scheme, starting from zero, the ships No. 2 and No. 14 are the first to be organized and scheduled, and they enter the port and leave the port via the main channel, respectively. Almost simultaneously, the auxiliary channel also begins to organize the departure of ships, which fully demonstrates the advantages of the duplex channel structure in improving the port's navigation efficiency and also verifies the effectiveness of the optimization method proposed in this invention. Furthermore, the waiting time for all vessels in the anchorage or berthing area did not exceed 3 hours, which is within a reasonable range generally acceptable to ship owners. To meet the water depth restrictions of specific vessels, this plan prioritizes the passage of vessels such as No. 16, 17, 23, and 24, which need to enter and leave the port with the tide, during high tide. Taking the real-time water depth data of the three key sections A, B, and C as examples, the scientific and reasonable nature of this scheduling plan in handling draft constraints can be illustrated.

[0048] For example, ship number 16 at time T=0107 (i.e. The ship arrives at area B at a time when the normal water depth of the channel is 19.53m, corresponding to a tide height of 1.5m. The minimum navigable water depth (including allowance) required by the ship is 20.60m. According to the scheduling logic of this invention, under high tide conditions, the actual usable navigable water depth is 19.53m + 1.5m = 21.03m, which is greater than 20.60m, thus satisfying the safe navigation constraint. This example demonstrates that the draft depth constraint set by this invention can effectively ensure the safety of ship navigation and has good engineering applicability.

[0049]

[0050] Table 2

[0051] The foregoing has only described certain exemplary embodiments of the present invention by way of illustration. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the foregoing drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. A ship organization method based on a compound waterway, characterized by, The method comprises the following steps: Step 1: According to the deadweight tonnage, length, width and draft of the ship, the ship is divided into large ships and small ships, and is assigned to the main channel and auxiliary channel of the compound channel respectively; Step 2: Identify the traffic conflict points of the intersection area of the main and auxiliary channels and the intersection area of the branch channels in the compound channel, and set the channel priority rules, wherein the channel priority rules include: the main channel ship has priority over the auxiliary channel ship in the intersection area, and the outbound ship has priority over the inbound ship in the intersection area; Step 3: An optimization model is constructed with the minimum total economic cost of the port area as the target, the total economic cost being the sum of the costs of each ship in the stages of anchoring, port entry, port exit and berthing, and the cost of each stage being based on the tonnage or size of the ship to set a differentiated cost rate, and the optimization model includes the following constraints: (a) Ship draft matching constraint: the sum of the draft depth of the ship at any position in the channel and the rich water depth is not more than the sum of the regular water depth and the real-time tide height of the channel at that position; (b) Ship safety distance constraint: the time interval or spatial distance between the following ship and the leading ship in the same channel meets the safety requirement calculated based on the length and speed; (c) Conflict point time sequence exclusion constraint: according to the channel priority rules, the passing time of the ships at the conflict point is time sequence exclusion constrained; Step 4: The optimization model is solved by using a meta-heuristic algorithm, and the port entry and exit time, channel selection and berth allocation scheme of each ship are output.

2. The ship organization method based on the compound channel according to claim 1, characterized in that: The dynamic draft adaptation constraint is realized by the following way: First, the position of the vessel in the waterway is calculated as a function of the sailing speed of the vessel and the length of the approach and the length of the exit ​ ； Wherein, L is the total length of the channel, then, based on the position and corresponding time, the draft depth constraint is applied: ； in, Indicates a ship In the waterway The draft in the middle, This indicates the corresponding abundant water depth. For the waterway Time and location The normal depth, This indicates the tide height at the corresponding moment.

3. The ship organization method based on the compound channel according to claim 2, characterized in that: The navigation safety distance constraint is realized by the following way: For two ships sailing in succession in the same channel and , The ships sail in succession, and the safe time interval required to pass any position in the channel is calculated according to the length of the ships and their sailing speeds, with the following constraints: ； wherein, denotes the time at which the ship passes a certain position in the waterway, denotes the length of the ship, is the ship's sailing speed.

4. The ship organization method based on the compound channel according to claim 3, characterized in that: The total economic cost is represented by the following formula: ； represents the total economic cost of port operation, represents the ship organization scheme under the complex channel scenario, represents a ship set, , , , respectively represent the anchoring time, the approach sailing time, the departure sailing time and the berthing time of the ship , , , , respectively represent the cost rate of the ship anchoring, approach sailing, departure sailing and berthing, which depends on the condition of the ship itself, and is positively correlated with the deadweight tonnage, the length or the draft of the ship.

5. The ship organization method based on the compound channel according to claim 4, characterized in that: The conflict point time sequence exclusion constraint is realized by the following way: At the traffic conflict point of the compound channel, for multiple ships planned to pass through at the same time, according to the type of the channel or the direction of the ship, a binary logic variable or a time window offset is introduced, which forces the passing time of different ships to be mutually exclusive in the time dimension, thereby avoiding physical conflict.

6. A ship organization system based on a compound waterway, characterized by, It comprises: A data acquisition module for acquiring ship arrival plan, channel water depth distribution, real-time tide data and ship technical parameters; An optimization modeling module for constructing a scheduling optimization model with the minimum total economic cost of the port area as the target, containing dynamic draft adaptation constraint, navigation safety distance constraint and conflict point time sequence exclusion constraint; A solving module for calling a mixed integer linear programming solver to solve the model; A scheduling output module for generating scheduling instructions from the ship organization scheme obtained by solving and pushing them to the ship traffic service system.

7. The ship organization system based on the compound channel according to claim 6, characterized in that: The solving module realizes model solving through a solver, which includes but is not limited to CPLEX, Gurobi and SCIP.

8. A computer readable storage medium having stored thereon a computer program, which, when executed by a processor, implements the compound channel based ship organization method according to any one of claims 1 to 5.

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