Methods and systems for determining the dimensions of the frontal area of ​​a graded vertical wharf

Abstract

This invention provides a method and system for determining the dimensions of the frontal area of ​​a graded vertical wharf, relating to the technical field of wharf frontal area dimension determination. The method includes: obtaining the port's design high and low water levels and the empty and full-load freeboard of the target vessel type; calculating the top elevations of the upper and lower platforms based on the obtained parameters; extracting the space requirements for operating equipment and process space according to a preset loading and unloading process plan, forming a process requirement dataset; using the upper platform as the design plane and the process requirement data as constraints, constructing a total width optimization function with the width of each functional area as a variable and minimizing the total land occupation cost of the frontal area as the objective, to solve for the design width of the upper platform; using the lower platform as the design plane, constructing a width constraint model to solve for the minimum feasible width; and constructing a set of design parameters based on the design elevations and widths of the upper and lower platforms, serving as the basis for determining the dimensions of the wharf frontal area. This invention provides reliable technical support for the scientific and efficient design of graded vertical wharves.

Description

Technical Field

[0001] This invention relates to the field of determining the dimensions of the front edge area of ​​a wharf, specifically to a method and system for determining the dimensions of the front edge area of ​​a graded vertical wharf. Background Technology

[0002] A tiered vertical wharf is a special type of wharf developed to adapt to environments with large water level differences. Its front area is usually composed of multiple staggered working platforms to receive ships in sections under different water level conditions and ensure continuous operation. The core and difficulty of this type of wharf design lies in how to scientifically and accurately determine the elevation and planar dimensions of each platform so that it can not only meet the process requirements of safe berthing and unberthing of ships and efficient loading and unloading, but also adapt to complex hydrological conditions and achieve intensive use of land resources.

[0003] In the prior art, CN117290929A discloses a method, system, equipment, and storage medium for determining the dimensions of the front area of ​​a graded vertical wharf. This method proposes an overall framework based on basic information acquisition, functional requirement analysis, work platform division, and dimensional model construction and solution. This technical solution provides a systematic approach to dimension calculation by constructing height, planar, and road dimension models. However, its method focuses more on describing the macroscopic impact of various functional requirements on dimensions through models, and relies on determining and trial-and-error the range of basic parameter values ​​in the final solution step. At the implementation level, especially regarding the determination of the width of the core working zone in the front area, this solution does not further reveal how to transform specific loading and unloading process equipment parameters into quantifiable and optimizable mathematical constraints, nor does it explicitly propose an optimization solution mechanism aimed at cost or space efficiency. Therefore, its method still has room for improvement in terms of the accuracy, economy, and automation of the design results.

[0004] The information disclosed in the background section is only intended to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0005] The purpose of this invention is to provide a method and system for determining the dimensions of the front edge area of ​​a graded vertical wharf, so as to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution:

[0007] The method for determining the dimensions of the frontal area of ​​a graded vertical wharf includes the following steps:

[0008] Step 1: Obtain the design water level data of the target port and the main dimensions data of the target ship type. The design water level data includes the design high water level and the design low water level, and the main dimensions data includes the freeboard height under no-load and full-load conditions. Based on the design high water level, the main dimensions data of the ship, and the preset first elevation bonus, calculate the design top elevation of the upper platform. Based on the design low water level and the main dimensions data of the ship, calculate the design top elevation of the lower platform.

[0009] Step 2: Obtain the preset loading and unloading process plan for the target ship type, extract the space occupancy parameters of the operating equipment and the space requirement parameters of the operation process from the plan, and construct the process requirement dataset based on the space occupancy parameters and the space requirement parameters.

[0010] Step 3: Using the upper platform as the design plane, construct an optimization function for the total width of the upper platform based on the process requirement dataset. This function takes the width of each functional area as a variable, meets all operational requirements as a constraint, and minimizes the total land occupation cost of the front area as the objective. Solve the optimization function to obtain the design width value of the upper platform.

[0011] Step 4: Using the lower platform as the design plane, construct a width constraint model for the lower platform based on the subset related to mooring and auxiliary operations concentrated in the process requirement data, and solve for the minimum feasible width that satisfies the model constraint conditions, which is used as the design width value of the lower platform.

[0012] Step 5: Construct a set of design parameters based on the design top elevation and design width values ​​of the upper platform and the design top elevation and design width values ​​of the lower platform, which will serve as the basis for determining the dimensions of the wharf front area.

[0013] Furthermore, the design logic for the first elevation bonus is as follows: obtain long-term wave observation data of the waters where the target port is located, and determine the design wave height of the target port based on the wave observation data and in accordance with relevant port engineering specifications. ;

[0014] The platform's safety superelevation is determined based on the wharf's grade and safety regulations. ;

[0015] The design wave height is added to the safety superelevation, and the result is used as the first elevation bonus. .

[0016] Furthermore, based on the design high water level, the ship's main dimensions, and the preset first elevation increment, the design top elevation of the superstructure is calculated using the following formula:

[0017]

[0018] In the formula, The design top elevation of the upper platform; Designed for high water levels; The freeboard height of the target vessel type when fully loaded. This is the freeboard height correction factor, and ;

[0019] Based on the design low water level and the ship's main dimensions, the design top elevation of the substructure was calculated using the following formula:

[0020]

[0021] In the formula, The design top elevation of the lower platform; Designed for low water levels; The freeboard height of the target ship type under no-load conditions; The preset low waterline freeboard utilization factor, and .

[0022] Furthermore, the logic for constructing the process requirement dataset is as follows: obtain the preset loading and unloading process scheme for the target ship type, and extract the spatial occupancy parameters of the main loading and unloading equipment based on the type and model of the main loading and unloading equipment specified in the preset loading and unloading process scheme, including its outrigger span, equipment gauge and the outward distance between the sea side and the land side.

[0023] Secondly, based on the horizontal transport system organization method and operation process specified in the preset loading and unloading process scheme, the required width of the horizontal transport vehicle lane, the minimum turning radius required for the vehicle to turn around or turn on the dock surface, and the theoretical width of the temporary cargo storage area in the front area are extracted. The required width of the lane, the minimum turning radius and the theoretical width together constitute the spatial requirement parameters.

[0024] The space occupancy parameters and space requirement parameters are summarized to form a process requirement dataset.

[0025] Furthermore, the total land cost of the front area is represented by the sum of the widths of each functional area. With the goal of minimizing the total land cost of the front area, an optimization function for the total width of the upper platform is established. The constraints of the optimization function for the total width of the upper platform include: the width of the mooring operation area must be greater than the sum of the outward extension distance in the space occupancy parameters and the preset mooring operation safety distance; the width of the loading and unloading machinery deployment area is equal to the equipment gauge in the space occupancy parameters; the width of the mobile machinery operation area is not less than the maximum value among the lane width required in the space demand parameters, the effective operating width derived based on the minimum turning circle radius, and the theoretical width; and the width of the rear safety passage area must not be less than the minimum width preset according to safety specifications.

[0026] A numerical optimization algorithm is used to solve the constraint-based total width optimization function of the upper platform to obtain the optimal width vector. The optimal width vector includes the optimal width solutions of each functional area. The optimal width solutions of each functional area are summed to obtain the design width value of the upper platform.

[0027] Furthermore, the minimum platform width is the minimum feasible width that satisfies all constraints. A subset related to mooring and auxiliary operations is extracted from the process requirements dataset, and a lower platform width constraint model is constructed based on this subset. The constraints of the lower platform width constraint model include: the width of the mooring machinery operating area must be greater than the sum of the equipment gauge, overhang, and preset additional mooring operation width in the process requirements dataset; the width of the auxiliary personnel passage area must not be less than a preset minimum safe width. Solving the lower platform width constraint model yields the minimum feasible width that simultaneously satisfies all constraints. The minimum feasible width refers to the sum of the minimum widths that satisfy all width constraints of the mooring machinery operating area and the auxiliary personnel passage area.

[0028] The minimum feasible width is used as the design width value of the lower platform.

[0029] The present invention also provides a system for determining the dimensions of the front edge area of ​​a graded vertical wharf. This system is used to execute the aforementioned method for determining the dimensions of the front edge area of ​​a graded vertical wharf, and includes:

[0030] The elevation calculation module is used to acquire the design water level data of the target port and the main dimensions data of the target ship type. The design water level data includes the design high water level and the design low water level, and the main dimensions data of the ship includes the freeboard height under empty and fully loaded conditions. Based on the design high water level, the main dimensions data of the ship and a preset first elevation bonus, the design top elevation of the upper platform is calculated; based on the design low water level and the main dimensions data of the ship, the design top elevation of the lower platform is calculated.

[0031] The parameter extraction module is used to obtain the preset loading and unloading process plan for the target ship type, extract the space occupancy parameters of the operating equipment and the space requirement parameters of the operation process from the plan, and construct the process requirement dataset based on the space occupancy parameters and the space requirement parameters.

[0032] The upper platform processing module is used to construct an optimization function for the total width of the upper platform based on the process requirement dataset, with the upper platform as the design plane. This function takes the width of each functional area as a variable, meets all operational requirements as a constraint, and minimizes the total land occupation cost of the front area as the objective. Solving this optimization function yields the design width value of the upper platform.

[0033] The lower platform processing module is used to construct a lower platform width constraint model based on the lower platform as the design plane, and based on the subset related to mooring and auxiliary operations in the process requirement data. It then solves for the minimum feasible width that satisfies the model constraint conditions, which is used as the design width value of the lower platform.

[0034] The design module is used to construct a set of design parameters based on the design top elevation and design width values ​​of the upper platform and the design top elevation and design width values ​​of the lower platform, which serve as the basis for determining the dimensions of the wharf front area.

[0035] Compared with the prior art, the beneficial effects of the present invention are:

[0036] The beneficial effects of this invention are mainly reflected in the following three aspects:

[0037] This invention transforms the width design of the core working zone in the frontier area from an experience-based layout process into a clear mathematical optimization problem by constructing an optimization function for the total width of the upper platform. This function takes specific process parameters as input, aims to minimize the land occupation cost, and comprehensively considers multiple functional constraints such as mooring safety, equipment layout, mechanical operation, and safety passages. This improves the accuracy, objectivity, and economy of the design and overcomes the shortcomings of traditional methods that rely on macroscopic models and parameter trial calculations.

[0038] Secondly, for the lower platform, this invention constructs a width constraint model, which transforms the space requirements for mooring and auxiliary operations into deterministic inequality constraints based on screening parameters and safety values. The goal is to find the minimum feasible width that meets all safety and functional requirements. While ensuring the safety and convenience of low-water operations, this invention achieves a refined and minimized design of the auxiliary platform space, enhancing the rationality of the overall scheme and the efficiency of space utilization.

[0039] Furthermore, this invention enables automated calculation and optimization of everything from water level data, ship dimensions, and process parameters to platform elevation and width, improving the standardization and automation of the design process. It provides reliable technical support for the scientific and efficient design of graded vertical wharves and has significant engineering application value. Attached Figure Description

[0040] Figure 1 This is a schematic diagram of the overall method flow of the present invention;

[0041] Figure 2 A dual Y-axis image for designing the high water level, the first elevation, the additional value, and the top elevation of the upper platform;

[0042] Figure 3 This is a schematic diagram of the overall system modules of the present invention. Detailed Implementation

[0043] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to specific embodiments.

[0044] It should be noted that, unless otherwise defined, the technical or scientific terms used in this invention should have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. The terms "first," "second," and similar terms used in this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0045] Example:

[0046] Please see Figures 1-2 The present invention provides a technical solution:

[0047] The method for determining the dimensions of the frontal area of ​​a graded vertical wharf includes the following steps:

[0048] Step 1: Obtain the design water level data of the target port and the main dimensions data of the target ship type. The design water level data includes the design high water level and the design low water level, and the main dimensions data includes the freeboard height under no-load and full-load conditions. Based on the design high water level, the main dimensions data of the ship, and the preset first elevation bonus, calculate the design top elevation of the upper platform. Based on the design low water level and the main dimensions data of the ship, calculate the design top elevation of the lower platform.

[0049] In this embodiment, the design logic for the first elevation bonus is as follows: obtain long-term wave observation data of the waters where the target port is located, and determine the design wave height of the target port based on the wave observation data and in accordance with relevant port engineering specifications. Taking a 50,000-ton coastal bulk cargo terminal as an example, based on 20 years of wave data statistical analysis, the design wave height was determined using a 50-year return period. The design wave height is 1.2m; for open wharves, the design wave height is... The value range is 0.5m-3.0m;

[0050] The platform's safety superelevation is determined based on the wharf's grade and safety regulations. The wharf is a conventional vertical wharf, and the aforementioned safety height... The value ranges from 0.3m to 1.0m;

[0051] The design wave height is added to the safety superelevation, and the result is used as the first elevation bonus. .

[0052] Based on the design high water level, the ship's main dimensions, and the preset first elevation increment, the design top elevation of the superstructure is calculated using the following formula:

[0053]

[0054] In the formula, The design top elevation of the upper platform; Designed for high water levels; The freeboard height of the target vessel type when fully loaded. This is the freeboard height correction factor, and ,specific The value is determined comprehensively based on the actual deck inclination of the target vessel type under full load berthing conditions, the heave amplitude of the vessel under wave influence, and the minimum operating height difference requirements of loading and unloading equipment.

[0055] Design high water level The base elevation reflects the highest water level that the port may reach under normal operating conditions; secondly, the first elevation additional value is introduced. This added value consists of two parts: design wave height and safety freeboard. It aims to ensure the platform's safety margin under wave action and prevent direct wave impact on the platform surface from affecting operations. Finally, the full-load freeboard height is subtracted. Multiply by the correction factor This can avoid situations where the deck surface is too low when the ship is fully loaded, and the platform surface is too high, which would lead to excessive vertical drop and operational difficulties in loading and unloading cargo. By deducting part of the freeboard height, a reasonable height difference is maintained between the platform surface and the ship's deck.

[0056] Table 1: Statistical Table of Design Top Elevation of Upper Platform

[0057]

[0058] Combination Figure 2 Table 1 shows 15 sets of data as examples of the calculation of the design top elevation of the upper platform in this embodiment of the invention. Each set of data includes the design high water level, the full load freeboard height, the first elevation additional value and the corresponding design top elevation of the upper platform. The data are arranged in order of increasing design high water level from 3.50m to 7.70m. At the same time, the full load freeboard height increases accordingly from 2.00m to 4.80m, and the first elevation additional value increases synchronously from 1.30m to 2.70m. At this time, the freeboard height correction factor gradually increases from 0.45 to 1.00. Figure 2The variation pattern of this data is visually displayed using a dual Y-axis: the left Y-axis represents the design high water level, the right Y-axis represents the first elevation increment, and the X-axis represents the design top elevation of the upper platform. It can be clearly seen from the figure that as the design high water level increases, the first elevation increment also increases accordingly, and the overall design top elevation of the upper platform shows an upward trend. This data analysis verifies the rationality and calculation law of the formula of this invention, that is, the design top elevation of the upper platform is jointly determined by the design high water level, wave safety margin, and ship freeboard height.

[0059] Based on the design low water level and the ship's main dimensions, the design top elevation of the substructure was calculated using the following formula:

[0060]

[0061] In the formula, The design top elevation of the lower platform; Designed for low water levels; The freeboard height of the target ship type under no-load conditions; The preset low waterline freeboard utilization factor, and ,specific The value is determined comprehensively based on the actual deck height of the unloaded vessel when it is moored at low water level, the angle of the mooring lines, and the safety clearance requirements for personnel passage and operations.

[0062] Designed for low water levels As a baseline elevation, it reflects the lowest water level that the port may reach under normal operating conditions, ensuring that the platform can maintain effective connection with moored vessels even in low water conditions; secondly, it introduces the unloaded freeboard height. Multiply The key is to partially utilize the freeboard height of the vessel when it is unloaded to raise the platform surface. This avoids the situation where, if the platform surface is too low when the vessel's deck is high when unloaded, the vertical height difference between the platform and the vessel's deck would be too large, hindering mooring operations and personnel passage. Therefore, by increasing... This allows the platform surface to be raised appropriately, creating a smooth connection with the deck of an empty ship.

[0063] In step 1, the calculation of the top elevation of the upper platform is to ensure a reasonable height difference between the platform surface and the deck of a fully loaded vessel under high water conditions. This facilitates smooth cargo loading and unloading operations and effectively prevents wave splashing from affecting the safety of platform operations. The calculation of the top elevation of the lower platform focuses on low water conditions to ensure that the vertical connection between the platform surface and the deck of an empty vessel meets the safety and convenience requirements for mooring and auxiliary operations. By determining the top elevation of the upper and lower platforms in stages, effective docking between the wharf platform and the vessel is achieved under different water conditions.

[0064] The design water level data collected in Step 1 is the basic hydrological parameter for determining the elevation of the wharf platform, directly reflecting the water level change characteristics and extreme water level conditions of the waters where the port is located. The freeboard heights of the empty and fully loaded vessels in the main dimensional data of the ship represent the deck height of the target ship type under different loading conditions and its vertical distance from the water surface. By collecting these two types of data, the vertical spatial correspondence between the wharf platform and the moored ships can be established, providing a basis for determining the elevation of the platform at each level in the future.

[0065] Step 2: Obtain the preset loading and unloading process plan for the target ship type, extract the space occupancy parameters of the operating equipment and the space requirement parameters of the operation process from the plan, and construct the process requirement dataset based on the space occupancy parameters and the space requirement parameters.

[0066] In this embodiment, the logic for constructing the process requirement dataset is as follows: obtain a preset loading and unloading process scheme for the target ship type, and extract the space occupancy parameters of the main loading and unloading equipment based on the type and model of the main loading and unloading equipment specified by the preset loading and unloading process scheme, including its outrigger span, equipment gauge and the outward distance between the sea side and the land side.

[0067] Secondly, based on the horizontal transport system organization method and operation process specified in the preset loading and unloading process scheme, the required width of the horizontal transport vehicle lane, the minimum turning radius required for the vehicle to turn around or turn on the dock surface, and the theoretical width of the temporary cargo storage area in the front area are extracted. The required width of the lane, the minimum turning radius and the theoretical width together constitute the spatial requirement parameters.

[0068] The space occupancy parameters and space requirement parameters are summarized to form a process requirement dataset.

[0069] The required width of the lanes is a fundamental parameter to ensure the safe and smooth passage of horizontal transport vehicles at the quay front, directly determining the minimum traffic capacity of the mobile machinery operation area. The minimum turning radius reflects the space required for vehicles to complete turning or rounding operations on the quay surface, and is a key constraint to ensure vehicle maneuverability and operational efficiency. The theoretical width characterizes the front area space required for temporary cargo storage, involving the buffer connection between loading / unloading operations and storage operations. By collecting these three types of parameters, the operational space requirements of the horizontal transport system at the quay front can be comprehensively characterized, providing a basis for determining the width of the mobile machinery operation area. This ensures that the area can meet the maneuverability requirements for vehicle passage and turning, while also taking into account the continuity of temporary cargo storage operations, avoiding operational congestion or decreased efficiency due to insufficient space.

[0070] Step 2 extracts the spatial occupancy parameters of the operating equipment and the spatial requirement parameters of the operation process from the preset loading and unloading process plan, and constructs a process requirement dataset that includes the geometric features of the main loading and unloading equipment and the horizontal transportation operation space requirements. This transforms the abstract process plan into specific mathematical constraints, providing the input basis for the establishment of the upper platform width optimization function and the lower platform width constraint model in the following text. It realizes the direct correlation between process requirements and platform size design, avoids the spatial redundancy or insufficiency caused by relying on experience estimation in traditional design, and improves the scientific nature of size determination.

[0071] Step 3: Using the upper platform as the design plane, construct an optimization function for the total width of the upper platform based on the process requirement dataset. This function takes the width of each functional area as a variable, meets all operational requirements as a constraint, and minimizes the total land occupation cost of the front area as the objective. Solve the optimization function to obtain the design width value of the upper platform.

[0072] In this embodiment, the sum of the widths of each functional area represents the total land occupation cost of the front area. With the goal of minimizing the total land occupation cost of the front area, an optimization function for the total width of the upper platform is established. The constraints of the optimization function for the total width of the upper platform include: the width of the mooring operation area must be greater than the sum of the outward extension distance in the space occupancy parameters and the preset mooring operation safety distance; the width of the loading and unloading machinery deployment area is equal to the equipment gauge in the space occupancy parameters; the width of the mobile machinery operation area is not less than the maximum value among the required lane width, the effective operating width derived from the minimum turning circle radius, and the theoretical width in the space requirement parameters; and the width of the rear safety passage area must not be less than the minimum width preset according to safety specifications.

[0073] Among the above constraints, the width of the mooring operation area is greater than the sum of the overhang distance and the safe distance for mooring operations, in order to ensure that the ship has sufficient space for mooring operations and avoid interference between loading and unloading equipment and cables; the width of the loading and unloading machinery layout area is equal to the equipment track gauge, to ensure the accurate laying and stable operation of the main loading and unloading equipment tracks; the width of the mobile machinery operation area is not less than the maximum value among the required lane width, effective operating width, and theoretical width, in order to simultaneously meet the multiple requirements of horizontal transport vehicle passage, turning and temporary cargo storage, and ensure the continuity and mobility of operations; the width of the rear safety passage area is not less than the preset minimum width, which provides basic safety guarantees for personnel passage, emergency evacuation, and small tool handling.

[0074] A numerical optimization algorithm is used to solve the constraint-based total width optimization function of the upper platform to obtain the optimal width vector. The optimal width vector includes the optimal width solutions of each functional area. The optimal width solutions of each functional area are summed to obtain the design width value of the upper platform.

[0075] The specific implementation logic of this embodiment is as follows: First, the upper platform is divided into four functional areas: a mooring operation area, a loading and unloading machinery deployment area, a mobile machinery operation area, and a rear safety passage area. The width of each functional area is used as a decision variable to form a width vector. Secondly, with the goal of minimizing the total width of the upper platform, an objective function is established. This minimization directly corresponds to minimizing the total land occupation cost of the frontier area; then, based on the space occupancy parameters and space requirement parameters in the process requirement dataset, constraints are constructed: the width of the mooring operation area... The width of the loading and unloading machinery deployment area must be greater than the sum of the outreach distance and the preset safe distance for mooring operations. Equal to the equipment track gauge, width of the mobile machinery operating area The width of the rear safety passage zone shall be no less than the maximum of the required lane width, the effective working width derived from the minimum turning circle radius, and the theoretical width. The width must not be less than the preset minimum safe width. Finally, the branch and bound optimization algorithm is used to search for the optimal solution in the feasible region that satisfies all constraints, and the optimal width vector that minimizes the objective function is obtained. The sum of the components in the vector is the design width value of the upper platform.

[0076] Step 3 transforms the width design of the core operating zone in the front area into a mathematical optimization problem by constructing an optimization function for the total width of the upper platform. This function takes specific parameters from the process requirement dataset as input, the width of each functional area as decision variables, and minimizes the total width of the upper platform as the objective. It comprehensively considers multiple functional constraints such as mooring operation safety, loading and unloading machinery layout, mobile machinery passage and temporary cargo storage, and rear safety passage. The optimal width combination of each functional area is obtained through numerical optimization algorithms. This process not only achieves accurate quantification and automated solution of the platform width, but also directly corresponds to minimizing the total land occupation cost of the front area by minimizing the total width. Under the premise of ensuring that all operational requirements are met, it effectively improves the utilization efficiency of land resources, overcomes the shortcomings of traditional methods that rely on empirical estimation and parameter trial calculation, and significantly enhances the scientific, economic and refined level of the design.

[0077] Step 4: Using the lower platform as the design plane, construct a width constraint model for the lower platform based on the subset related to mooring and auxiliary operations concentrated in the process requirement data, and solve for the minimum feasible width that satisfies the model constraint conditions, which is used as the design width value of the lower platform.

[0078] In this embodiment, the minimum platform width is the minimum feasible width that satisfies all constraints. A subset related to mooring and auxiliary operations is extracted from the process requirements dataset, and a lower platform width constraint model is constructed based on this subset. The subset related to mooring and auxiliary operations refers to the set of parameters directly related to the function of the lower platform selected from the process requirements dataset. The constraints of the lower platform width constraint model include: the width of the mooring machinery operation area must be greater than the sum of the equipment gauge, the overhang, and the preset additional width for mooring operations in the process requirements dataset; the width of the auxiliary personnel passage area must not be less than a preset minimum safe width. Solving the lower platform width constraint model yields the minimum feasible width that simultaneously satisfies all constraints. The minimum feasible width refers to the minimum width that satisfies all width constraints of the mooring machinery operation area and the auxiliary personnel passage area.

[0079] The minimum feasible width is used as the design width value of the lower platform.

[0080] In the constraints of the lower platform width constraint model, the width of the mooring machinery operating area is greater than the sum of the equipment gauge, the overhang, and the additional width for mooring operations. This is to ensure that the mooring machinery has sufficient space for cable deployment and retrieval, equipment movement, and safe avoidance under low water conditions, and to avoid interference with dock facilities during operation. The width of the auxiliary personnel passage area is not less than the preset minimum safety width, which provides basic safety guarantees for personnel passage, emergency evacuation, and the handling of small tools.

[0081] Step 4 involves constructing a width constraint model for the lower platform, transforming the space requirements for mooring and auxiliary operations into deterministic inequality constraints based on equipment gauge, overhang, and preset safety width. The goal is to find the minimum feasible width that meets all safety and functional requirements. This approach ensures the safety of mooring operations and the convenience of personnel passage under low water conditions, while achieving a refined and minimized design of the auxiliary platform space, thus avoiding spatial redundancy caused by experience-based estimations in traditional designs.

[0082] Step 5: Construct a set of design parameters based on the design top elevation and design width values ​​of the upper platform and the design top elevation and design width values ​​of the lower platform, which will serve as the basis for determining the dimensions of the wharf front area.

[0083] Step 5 integrates the top elevation and width of the upper platform and the top elevation and width of the lower platform calculated in Steps 1 to 4 to construct a set of design parameters, which serves as the basis for determining the dimensions of the wharf front area. This achieves fully automated calculation and optimization of the entire process from hydrological data, ship dimensions, process parameters to platform elevation and width, providing scientific, efficient and standardized design technical support for graded vertical wharves.

[0084] Please see Figure 3 This invention provides a system for determining the dimensions of the front edge area of ​​a graded vertical wharf, comprising:

[0085] The elevation calculation module is used to acquire the design water level data of the target port and the main dimensions data of the target ship type. The design water level data includes the design high water level and the design low water level, and the main dimensions data of the ship includes the freeboard height under empty and fully loaded conditions. Based on the design high water level, the main dimensions data of the ship and a preset first elevation bonus, the design top elevation of the upper platform is calculated; based on the design low water level and the main dimensions data of the ship, the design top elevation of the lower platform is calculated.

[0086] The parameter extraction module is used to obtain the preset loading and unloading process plan for the target ship type, extract the space occupancy parameters of the operating equipment and the space requirement parameters of the operation process from the plan, and construct the process requirement dataset based on the space occupancy parameters and the space requirement parameters.

[0087] The upper platform processing module is used to construct an optimization function for the total width of the upper platform based on the process requirement dataset, with the upper platform as the design plane. This function takes the width of each functional area as a variable, meets all operational requirements as a constraint, and minimizes the total land occupation cost of the front area as the objective. Solving this optimization function yields the design width value of the upper platform.

[0088] The lower platform processing module is used to construct a lower platform width constraint model based on the lower platform as the design plane, and based on the subset related to mooring and auxiliary operations in the process requirement data. It then solves for the minimum feasible width that satisfies the model constraint conditions, which is used as the design width value of the lower platform.

[0089] The design module is used to construct a set of design parameters based on the design top elevation and design width values ​​of the upper platform and the design top elevation and design width values ​​of the lower platform, which serve as the basis for determining the dimensions of the wharf front area.

[0090] The above formulas are all dimensionless calculations. The formulas are derived from software simulations based on a large amount of collected data to obtain the most recent real-world results. The preset parameters in the formulas are set by those skilled in the art according to the actual situation.

[0091] The above embodiments can be implemented, in whole or in part, by software, hardware, firmware, or any other combination thereof. When implemented in software, the above embodiments can be implemented, in whole or in part, as a computer program product. Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution.

[0092] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0093] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A method for determining the dimensions of the frontal area of ​​a graded vertical wharf, characterized in that, Specifically, it includes: Obtain the design water level data of the target port and the main dimensions data of the target ship type. The design water level data includes the design high water level and the design low water level, and the main dimensions data of the ship include the freeboard height under no-load and full-load conditions. Based on the design high water level, ship main dimension data and the preset first elevation additional value, the design top elevation of the upper platform is calculated; Based on the design low water level and main dimensions of the ship, the design top elevation of the lower platform is calculated. Obtain a preset loading and unloading process plan for the target ship type, extract the space occupancy parameters of the operating equipment and the space requirement parameters of the operation process from the plan, and construct a process requirement dataset based on the space occupancy parameters and the space requirement parameters. Using the upper platform as the design plane, and based on the process requirement dataset, an optimization function for the total width of the upper platform is constructed. This function takes the width of each functional area as a variable, meets all operational requirements as a constraint, and minimizes the total land occupation cost of the front area as the objective. Solving this optimization function yields the design width value of the upper platform. Using the lower platform as the design plane, and based on the subset related to mooring and auxiliary operations concentrated in the process requirement data, a width constraint model for the lower platform is constructed. The minimum feasible width that satisfies the model constraint conditions is then solved, and this minimum feasible width is used as the design width value of the lower platform. A set of design parameters is constructed based on the design top elevation and design width values ​​of the upper platform and the design top elevation and design width values ​​of the lower platform, serving as the basis for determining the dimensions of the wharf front area. The logic for constructing the process requirement dataset is as follows: obtain the preset loading and unloading process scheme for the target ship type, and extract the spatial occupancy parameters of the main loading and unloading equipment based on the type and model of the main loading and unloading equipment specified in the preset loading and unloading process scheme, including its outrigger span, equipment gauge and the outward distance between the sea side and the land side. Secondly, based on the horizontal transport system organization method and operation process specified in the preset loading and unloading process scheme, the required width of the horizontal transport vehicle lane, the minimum turning radius required for the vehicle to turn around or turn on the dock surface, and the theoretical width of the temporary cargo storage area in the front area are extracted. The required width of the lane, the minimum turning radius and the theoretical width together constitute the spatial requirement parameters. The space occupancy parameters and space requirement parameters are summarized to form a process requirement dataset; The total land cost of the front area is represented by the sum of the widths of each functional area. To minimize the total land cost of the front area, an optimization function for the total width of the upper platform is established. The constraints of the optimization function for the total width of the upper platform include: the width of the mooring operation area must be greater than the sum of the outward extension distance in the space occupancy parameters and the preset mooring operation safety distance; the width of the loading and unloading machinery deployment area is equal to the equipment gauge in the space occupancy parameters; the width of the mobile machinery operation area is not less than the maximum value among the required lane width, the effective operating width derived from the minimum turning circle radius, and the theoretical width in the space requirement parameters; and the width of the rear safety passage area must not be less than the minimum width preset according to safety specifications. A numerical optimization algorithm is used to solve the total width optimization function of the constrained upper platform to obtain the optimal width vector. The optimal width vector includes the optimal width solutions of each functional area. The optimal width solutions of each functional area are summed to obtain the design width value of the upper platform. The minimum platform width is the minimum feasible width that satisfies all constraints. A subset related to mooring and auxiliary operations is extracted from the process requirements dataset. Based on this subset, a lower platform width constraint model is constructed. The constraints of this model include: the width of the mooring machinery operating area must be greater than the sum of the equipment gauge, overhang, and the preset additional width for mooring operations in the process requirements dataset; the width of the auxiliary personnel passage area must not be less than a preset minimum safe width. Solving the lower platform width constraint model yields the minimum feasible width that simultaneously satisfies all constraints. This minimum feasible width refers to the sum of the minimum widths that satisfy all width constraints of the mooring machinery operating area and the auxiliary personnel passage area. The minimum feasible width is used as the design width value of the lower platform.

2. The method for determining the dimensions of the frontal area of ​​a graded vertical wharf according to claim 1, characterized in that, The design logic for the first elevation enhancement is as follows: obtain long-term wave observation data of the waters where the target port is located, and determine the design wave height of the target port based on the wave observation data and in accordance with relevant port engineering specifications. ; The platform's safety superelevation is determined based on the wharf's grade and safety regulations. ; The design wave height is added to the safety superelevation, and the result is used as the first elevation bonus. .

3. The method for determining the dimensions of the frontal area of ​​a graded vertical wharf according to claim 2, characterized in that: Based on the design high water level, the ship's main dimensions, and the preset first elevation increment, the design top elevation of the superstructure is calculated using the following formula: In the formula, The design top elevation of the upper platform; Designed for high water levels; The freeboard height of the target vessel type when fully loaded. This is the freeboard height correction factor, and ; Based on the design low water level and the ship's main dimensions, the design top elevation of the substructure was calculated using the following formula: In the formula, The design top elevation of the lower platform; Designed for low water levels; The freeboard height of the target ship type under no-load conditions; The preset low waterline freeboard utilization factor, and .

4. A system for determining the dimensions of the frontal area of ​​a graded vertical wharf, characterized in that: The system for determining the dimensions of the front edge area of ​​a graded vertical wharf is used to execute the method for determining the dimensions of the front edge area of ​​a graded vertical wharf as described in any one of claims 1-3, comprising: The elevation calculation module is used to acquire the design water level data of the target port and the main dimensions data of the target ship type. The design water level data includes the design high water level and the design low water level, and the main dimensions data of the ship includes the freeboard height under empty and fully loaded conditions. Based on the design high water level, the main dimensions data of the ship and a preset first elevation bonus, the design top elevation of the upper platform is calculated; based on the design low water level and the main dimensions data of the ship, the design top elevation of the lower platform is calculated. The parameter extraction module is used to obtain the preset loading and unloading process plan for the target ship type, extract the space occupancy parameters of the operating equipment and the space requirement parameters of the operation process from the plan, and construct the process requirement dataset based on the space occupancy parameters and the space requirement parameters. The upper platform processing module is used to construct an optimization function for the total width of the upper platform based on the process requirement dataset, with the upper platform as the design plane. This function takes the width of each functional area as a variable, meets all operational requirements as a constraint, and minimizes the total land occupation cost of the front area as the objective. Solving this optimization function yields the design width value of the upper platform. The lower platform processing module is used to construct a lower platform width constraint model based on the lower platform as the design plane, and based on the subset related to mooring and auxiliary operations in the process requirement data. It then solves for the minimum feasible width that satisfies the model constraint conditions, which is used as the design width value of the lower platform. The design module is used to construct a set of design parameters based on the design top elevation and design width values ​​of the upper platform and the design top elevation and design width values ​​of the lower platform, which serve as the basis for determining the dimensions of the wharf front area.

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