Optimal management method for ship grouping joint hydraulic reclamation construction
By constructing a construction efficiency model and joint scheduling constraints, and dynamically optimizing construction management coefficients, the problems of unreasonable resource scheduling and insufficient response to sea state changes in traditional construction management were solved, thereby improving construction efficiency and resource utilization and ensuring construction progress and quality.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- CCCC GUANGZHOU DREDGING CO LTD
- Filing Date
- 2025-12-05
- Publication Date
- 2026-04-10
AI Technical Summary
Traditional methods of joint dredging and reclamation construction management by ship groups are difficult to cope with changes in sea conditions, unreasonable resource allocation, and scheduling and coordination difficulties, resulting in low construction efficiency and increased operating costs, and failing to achieve optimal construction efficiency under complex factors.
By acquiring resource allocation parameters and sea state prediction data for joint construction by multiple types of vessels, a construction efficiency model and joint scheduling constraints are constructed to dynamically optimize construction scheduling and vessel configuration, and to adjust construction management coefficients in real time to cope with changes in sea state and equipment failures.
It significantly improves construction efficiency and resource utilization, ensures controllable construction progress, reduces resource waste, improves project quality and flexibility, shortens construction cycle, and reduces operating costs.
Smart Images
Figure CN121835982A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of water conservancy and waterway engineering construction, and particularly relates to an optimal management method for ship group joint reclamation construction. BACKGROUND
[0002] In the construction of nearshore reclamation dredging engineering, a variety of ships such as large pump ships, small pump ships and hook machine belt ships need to be jointly constructed. Before reclamation by the large pump ship, small pump ships are used to jointly reclamation sand material with hook machine belt ships as a base. In recent years, with the increasing scale and complexity of nearshore reclamation dredging engineering, the traditional ship operation mode and construction management method has been difficult to meet the efficient and flexible construction demand. Especially in the case of joint construction of multiple types of ships, how to reasonably configure and schedule the ships and how to optimize the construction scheme under different sea conditions to maximize the construction efficiency and resource utilization rate has become a major challenge in engineering management. First, the traditional construction management method relies on fixed ship configuration and fixed construction period, ignoring the influence of actual factors such as sea condition changes, equipment failures and ship scheduling during construction. In actual construction, the change of sea conditions has a direct impact on the construction progress and ship efficiency, especially the wind, wave, tide and flow rate and other sea condition factors may cause the ship operation efficiency to decrease, even stop work, causing the construction progress to lag. The existing management method often cannot flexibly respond to these changes, resulting in that the plan cannot be adjusted in real time, and then affecting the construction quality and progress. Secondly, the joint construction of multiple types of ships faces difficulties in resource configuration and scheduling coordination in actual application. Different types of ships have different operation efficiency and construction depth, and need to be reasonably configured to achieve the best construction effect. However, the existing method usually lacks fine scheduling and coordination of resources among ships, and often appears the situation that a certain ship operation is too concentrated, resulting in low operation efficiency or resource waste of other ships. This not only affects the construction efficiency, but also increases the operating cost. Due to the above problems, the traditional management method often fails to fully tap the construction potential, resulting in that the best construction efficiency cannot be achieved even in good sea conditions. In addition, due to the lack of optimization of ship scheduling and operation sequence, the idle time of some ships in the construction process is too long, and some ships cannot be effectively utilized, which further affects the overall construction efficiency. Therefore, the current ship group joint reclamation construction management method generally has problems such as unreasonable resource scheduling, insufficient response to sea condition changes, and difficulty in dynamically adjusting the management coefficient, which directly affects the construction progress, resource utilization efficiency and engineering quality, and a more efficient and flexible construction management scheme is needed to respond to the changes and risks of multiple complex factors. SUMMARY
[0003] The present application provides an optimal management method for ship group joint reclamation construction to solve the above problems of the prior art, mainly including: obtain resource allocation parameters and a planned construction period of the joint construction of multiple types of ships through a nearshore reclamation dredging project design document, and identify sea state levels in the planned construction period based on sea state prediction data in the planned construction period; construct a target function of maximizing reclamation efficiency per unit time under ideal sea states and a joint scheduling constraint expression according to the obtained resource allocation parameters; determine a theoretical upper limit value of the maximum construction period of the large pump ship based on the joint scheduling constraint expression, calculate a safety margin of the planned construction period, and obtain a maximum theoretical construction efficiency of the construction site and a construction management coefficient in combination with the construction efficiency and the number of ship configurations; construct a target function of maximizing construction efficiency under adverse sea states and a sea state change joint constraint expression according to the obtained resource allocation parameters, sea state level prediction probabilities, and efficiency reduction coefficients of different ship types under different sea state levels; determine a maximum expected construction efficiency based on the efficiency reduction coefficients of different ship types under different sea state levels and the prediction probabilities of different sea state levels, and the construction management coefficient under the current sea state change scenario; pre-evaluate the construction scheme according to the construction management coefficient under the current construction scenario and a preset construction management coefficient benchmark value, and develop a dynamic adjustment strategy for the construction management coefficient.
[0004] Further, the method of obtaining resource allocation parameters and a planned construction period of the joint construction of multiple types of ships through a nearshore reclamation dredging project design document, and identifying sea state levels in the planned construction period based on sea state prediction data in the planned construction period, comprises: obtain resource allocation parameters and a planned construction period of the joint construction of multiple types of ships through a nearshore reclamation dredging project design document, and identify sea state levels in the planned construction period based on sea state prediction data in the planned construction period, and identify sea state levels in the planned construction period based on sea state prediction data in the planned construction period;
[0005] Further, the method of constructing a target function of maximizing reclamation efficiency per unit time under ideal sea states and a joint scheduling constraint expression according to the obtained resource allocation parameters, comprises: If the sea state level in the planned construction period is good, a target function of the maximum filling efficiency per unit time is constructed according to the obtained resource allocation parameters , wherein the variables , respectively represent the construction quantity of the small pump ship, the belt ship and the large pump ship, , , respectively represent the real-time unit efficiency of the three types of ships, η is a construction management coefficient, reflecting the influence of various factors on the construction efficiency, which is to be obtained by actual data back calculation; according to the input variables of the target function, the resource restrictions, the construction process dependency relationship and the sequential advancement requirements of the joint construction of multiple types of ships are obtained, and joint constraint expressions are constructed, including the constraint expression that the number of ships is a non-negative integer , the constraint expression that the upper and lower limits of the unit efficiency of different types of ships are , the constraint expression that the upper limit of the maximum daily sand supply in the bridge construction area is , the progress constraint expression that the previous operation in the joint construction sequence needs to meet is , wherein , , respectively are the construction efficiencies of different types of ships in the resource allocation parameters, R is the maximum daily construction amount in the bridge construction area, t is the advance construction time of the small pump ship combined with the belt ship, T is the construction period of the large pump ship combined with the small pump ship and the belt ship, is the optimal construction depth of the small pump ship, is the construction depth of the large pump ship, is the safety margin, and the advance construction amount of the small pump ship combined with the belt ship.
[0006] Further, based on the joint scheduling constraint expression, the theoretical upper limit value of the maximum construction period of the large pump ship is determined, the safety margin of the planned construction period is calculated, and the maximum theoretical construction efficiency of the construction site and the construction management coefficient are obtained in combination with the construction efficiency and the number of ship configurations, including: According to the obtained maximum daily construction amount in the bridge construction area, the advance construction time of the small pump ship combined with the belt ship, and the construction depth of the large pump ship combined with the small pump ship and the belt ship, based on the progress constraint expression that the previous operation in the joint construction sequence needs to meet, the theoretical upper limit value of the maximum construction period of the large pump ship is determined; the difference between the theoretical upper limit value of the maximum construction period of the large pump ship obtained by calculation and the upper limit value of the planned construction period is calculated, if the difference is not negative, it is confirmed that the planned construction period has a safety margin; according to the obtained maximum sand supply in the bridge, the maximum reference quantity of the large pump ship, the construction efficiency of each ship type and the target function of the maximum filling efficiency per unit time, the maximum theoretical construction efficiency value of the construction site and the corresponding construction ship configuration and scheduling period scheme are obtained; based on the actual maximum construction efficiency of the site and the maximum theoretical construction efficiency value of the construction site, the construction management coefficient is determined.
[0007] Furthermore, based on the acquired resource allocation parameters, sea state level prediction probabilities, and efficiency reduction coefficients for different ship types at each sea state level, the objective function for maximizing construction efficiency under unfavorable sea states and the joint constraint expression for sea state changes are constructed, including: If the sea state changes during the planned construction period, an objective function to maximize construction efficiency during the construction period will be constructed based on the obtained resource allocation parameters. ,in, To achieve the desired construction efficiency, Sea state class, including good, moderate and bad, During the construction period, the sea state rating... The estimated probability of occurrence This represents the construction management coefficient under the current sea state change scenario. Sea state rating The efficiency reduction factor for small pump boats. Sea state rating The efficiency reduction factor for belt conveyors. Sea state rating The efficiency reduction factor for large pump ships is set based on the ship's resistance to wind and waves. Based on the input variables of the objective function, construct a joint constraint expression for sea state changes, including a constraint expression for the number of ships being a non-negative integer. The constraint expressions for the upper and lower limits of unit efficiency for different types of ships are as follows: The constraint expression for the maximum daily sand supply limit within the bridge construction area due to sea state changes is as follows: The expression for the schedule constraint that the preceding operations must satisfy in the joint construction sequence of sea state changes is as follows: ,in, This represents a set of unfavorable sea conditions classified as moderate to severe.
[0008] Furthermore, the determination of the maximum expected construction efficiency and the construction management coefficient under the current sea state change scenario, based on the ship type efficiency reduction coefficient under different sea state levels and the estimated probability of occurrence of different sea state levels, includes: By utilizing the regional marine meteorological forecast data service system, sea state forecast data for the planned construction period is obtained. A sea state level assessment model is used to determine the sea state level for the planned construction period and the estimated probability of different sea state levels occurring. Through a multi-vehicle joint construction monitoring database, vessel efficiency reduction coefficients corresponding to different sea state levels are obtained. Combined with the estimated probability of different sea state levels, and based on the objective function of maximizing construction efficiency within the construction period and the joint constraint expression of sea state changes, the maximum expected construction efficiency within the planned construction period and the corresponding construction vessel configuration and scheduling cycle scheme are calculated. Based on the actual maximum construction efficiency on site and the maximum theoretical construction efficiency value at the construction site, the construction management coefficient under the current sea state change scenario is determined.
[0009] Furthermore, the process of pre-evaluating the construction plan based on the construction management coefficient under the current construction scenario and the preset benchmark value of the construction management coefficient, and formulating and optimizing a dynamic adjustment strategy for the construction management coefficient, includes: By using a database of historical nearshore reclamation and dredging projects, a pre-defined benchmark value for the construction management coefficient is obtained. This benchmark value is then combined with the construction management coefficient of the current construction scenario to conduct a preliminary assessment of the construction plan. If the current construction management coefficient is less than the benchmark value, the impact of the construction management coefficient on vessel operation plans and final completion volume within different fluctuation ranges is evaluated. A dynamic adjustment strategy for the construction management coefficient is then developed and implemented. This includes generating revised vessel scheduling plans, equipment maintenance strategies, and sand supply plans based on daily vessel attendance rates, equipment failure durations, and sand supply interruptions recorded in the construction log. The construction management coefficient after implementing the dynamic adjustment strategy is then obtained and compared with the benchmark value. If the construction management coefficient of the current construction scenario is still less than the benchmark value, the dynamic adjustment strategy is optimized until the construction management coefficient of the current construction scenario exceeds the benchmark value.
[0010] The technical solutions provided by the embodiments of the present invention may include the following beneficial effects: This invention provides an optimized management method for joint reclamation construction using naval vessels. Combining the practical needs of sea state changes and multi-vessel joint construction, this invention dynamically optimizes construction scheduling and vessel configuration by acquiring resource allocation parameters and real-time sea state data. By constructing a construction efficiency model based on actual sea conditions and joint scheduling constraints, this invention can maximize construction efficiency under different sea state conditions and ensure the controllability of construction progress. This invention effectively solves problems in traditional construction management such as unreasonable resource scheduling, insufficient response to sea state changes, and difficulty in dynamically adjusting management coefficients, significantly improving construction efficiency and resource utilization. By dynamically adjusting construction management coefficients in real time, this invention can optimize vessel scheduling plans, equipment maintenance strategies, and sand supply according to the actual conditions of the construction site, ensuring that construction progress is not affected by adverse sea conditions, equipment failures, or other unforeseen circumstances. Simultaneously, by combining sea state level prediction and reduction coefficients, it maximizes the expected construction efficiency, thereby improving the overall construction capacity of the project and reducing unnecessary resource waste. After applying the method of this invention, the maximum theoretical construction efficiency at the construction site is significantly improved, the construction cycle is shortened, and manual calculation and scheduling time is reduced, improving construction quality and safety. The implementation of this invention has greatly improved the construction efficiency of nearshore reclamation and dredging projects, reduced operating costs and time waste caused by improper management, enabled precise control over construction quality and progress, and improved the flexibility and responsiveness of the project by responding to changes in the construction site in real time, thus ensuring the efficient, controllable, and timely completion of the project with high quality. Attached Figure Description
[0011] Fig. 1 This is a flowchart of an optimized management method for joint dredging and reclamation construction using ship convoys, according to the present invention. Fig. 2 This is a schematic diagram of an optimized management method for joint dredging and reclamation construction of ships according to the present invention; Fig. 3 This is another schematic diagram of an optimized management method for joint reclamation construction of ship groups according to the present invention. Detailed Implementation
[0012] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be described in detail below with reference to the accompanying drawings and specific embodiments.
[0013] like Figs. 1-3 This embodiment of an optimization management method for joint reclamation construction using ship convoys may specifically include: Step S101: Obtain resource allocation parameters and planned construction period for joint construction of multiple types of vessels through the design documents of nearshore reclamation and dredging projects, and identify the sea state level within the planned construction period based on the sea state prediction data within the planned construction period.
[0014] By examining the design documents of nearshore reclamation and dredging projects, resource allocation parameters and planned construction cycles for multi-type vessel joint construction were obtained. Resource allocation parameters included the construction efficiency of different vessel types, vessel quantity configuration, construction depth, construction scheduling time, and resource constraints in the construction area. Vessel types included large pumping vessels, belt-driven vessels, and small pumping vessels. Construction scheduling time included the advance construction cycle of small pumping vessels combined with belt-driven vessels and the construction cycle of large pumping vessels. Resource constraints in the construction area included the maximum daily material supply limit and safety margin within the bridge construction area. The safety margin was used to absorb schedule risks caused by sudden changes in sea state and to accommodate the advance construction volume of small pumping vessels combined with belt-driven vessels. Sea state forecast data for the planned construction cycle was obtained from the regional marine meteorological forecast data service system. A decision tree algorithm was used to train the model, constructing a sea state level assessment model to identify the sea state level within the planned construction cycle. The sea state forecast data included wave height, wind speed, wind direction, current speed, and current direction. Sea state levels were categorized as good, moderate, and severe.
[0015] For example, based on the design documents of a nearshore reclamation dredging project, suppose we are carrying out nearshore reclamation construction for the expansion of the third runway of Shenzhen Airport. The project involves joint construction by multiple types of vessels, specifically including large pumping vessels, belt conveyor vessels, and small pumping vessels. During this construction process, resource allocation parameters for various vessels were obtained from the project design documents. These parameters included a unit construction efficiency of 25,000 cubic meters / vessel / day for large pumping vessels, 10,000 cubic meters / vessel / day for belt-driven vessels, and 4,000 cubic meters / vessel / day for small pumping vessels. The vessel configuration consisted of 3 large pumping vessels, 8 belt-driven vessels, and 6 small pumping vessels. The planned advance construction period for small pumping vessels and belt-driven vessels was 7 days to complete the foundation work and ensure the construction progress met requirements. The construction period for large pumping vessels was 10 days. Regarding resource constraints in the construction area, the maximum daily material supply limit within the bridge construction area was 80,000 cubic meters / day to avoid resource shortages during construction. Considering the possibility of sudden changes in sea conditions, the design also reserved a safety margin for the advance construction volume of small pumping vessels and belt-driven vessels. This safety margin was mainly used to cope with the schedule risks caused by sudden changes in sea conditions, especially when the sea conditions were poor, which could lead to a decrease in vessel operating efficiency. To further optimize the construction plan, sea state forecast data, including wave height, wind speed, wind direction, current speed, and current direction, was obtained through the regional marine meteorological forecast data service system. Based on this data, a decision tree algorithm was used to train a model and construct a sea state level assessment model. According to the sea state forecast data, the sea state level during the planned construction period was identified as moderate. This sea state has a relatively small impact on construction, but adjustments to construction efficiency are still necessary.
[0016] Step S102: Based on the obtained resource configuration parameters, construct the objective function and joint scheduling constraint expression to maximize the dredging efficiency per unit time under ideal sea conditions.
[0017] If the sea state remains favorable during the planned construction period, then based on the obtained resource allocation parameters, construct an objective function to maximize the reclamation efficiency per unit time. , where variables These represent the number of small pump boats, belt conveyor boats, and large pump boats used for construction, respectively. , , These represent the real-time unit efficiency of the three types of vessels, respectively. η is the construction management coefficient, reflecting the impact of various factors on construction efficiency, which will be obtained through reverse engineering using actual data. Based on the input variables of the objective function, the resource constraints of the construction area, the dependencies of construction procedures, and the sequential advancement requirements for joint construction of multiple vessel types are obtained, and a joint constraint expression is constructed, including the constraint expression for the number of vessels being a non-negative integer. The constraint expressions for the upper and lower limits of unit efficiency for different types of ships are as follows: The constraint expression for limiting the maximum daily sand supply in the construction area within the bridge is as follows: The expression for the schedule constraints that the preceding operations in a joint construction sequence must satisfy is: ,in, , , These represent the construction efficiency of different types of vessels in the resource allocation parameters, where R is the maximum daily construction volume in the bridge construction area, t is the advance construction time of the small pump boat combined with the belt conveyor boat, and T is the construction cycle of the large pump boat combined with the small pump boat and the belt conveyor boat. The optimal construction depth for small pump boats For the maximum operating depth of large pump ships, To allow for a safety margin, small pump boats and belt conveyor boats were used to advance the construction volume.
[0018] For example, based on the resource allocation parameters of nearshore reclamation and dredging projects, the construction efficiency of small pump boats is 0.4 million cubic meters / boat / day, the construction efficiency of belt conveyor boats is 1.0 million cubic meters / boat / day, the construction efficiency of large pump boats is 2.5 million cubic meters / boat / day, the number of small pump boats is 6, the number of belt conveyor boats is 8, the number of large pump boats is 3, the advance construction period of small pump boats combined with belt conveyor boats is 7 days, the construction period of large pump boats is 10 days, the maximum daily material supply in the construction area inside the bridge is 80,000 cubic meters / day, the optimal construction depth of small pump boats is 2.5 meters, the construction depth of large pump boats is 1.5 meters, and the safety margin is 10,000 cubic meters. This safety margin is the advance construction amount of small pump boats combined with belt conveyor boats, in order to absorb the progress risks that may be caused by sudden changes in sea conditions, especially considering that sea conditions may affect the efficiency of vessel operations. The sea state is favorable during the planned construction period, with minimal impact on construction efficiency. The construction management coefficient η is 1. Under these conditions, the objective is to maximize the dredging efficiency per unit time. Therefore, the objective function for maximizing the dredging efficiency per unit time is constructed. , where variables These represent the number of small pump boats, belt conveyor boats, and large pump boats used for construction, respectively. , , These represent the real-time unit efficiency of the three types of ships, respectively, and η is the construction management coefficient. This reflects the impact of various comprehensive factors on construction efficiency, including the acceptance of incoming sand, the unloading arrangement of sand dredgers, the scheduling of construction vessels, and the repair of damaged construction vessels. Based on the input variables of the objective function, the resource constraints of the construction area, the dependencies of construction procedures, and the sequential advancement requirements for multi-type vessel joint construction are obtained. Constraints are determined, and joint constraint expressions are constructed, including the constraint expression for the number of vessels being a non-negative integer. The constraint expressions for the upper and lower limits of unit efficiency for different types of ships are as follows: The constraint expression for limiting the maximum daily sand supply in the construction area within the bridge is as follows: The expression for the schedule constraints that the preceding operations in a joint construction sequence must satisfy is: ,in, , , These represent the construction efficiency of different types of vessels in the resource allocation parameters, where R is the maximum daily construction volume in the bridge construction area, t is the advance construction time of the small pump boat combined with the belt conveyor boat, and T is the construction cycle of the large pump boat combined with the small pump boat and the belt conveyor boat. The optimal construction depth for small pump boats For the maximum operating depth of large pump ships, To allow for a safety margin, small pump boats and belt conveyor boats were used to advance the construction volume.
[0019] Step S103: Based on the joint scheduling constraint expression, determine the theoretical upper limit of the maximum construction period of the large pump ship, calculate the safety margin of the planned construction period, and obtain the maximum theoretical construction efficiency and construction management coefficient at the construction site by combining construction efficiency and ship quantity configuration.
[0020] Based on the obtained data of the maximum daily construction volume in the bridge construction area, the advance construction time of the small pump boat combined with the belt conveyor, and the construction depth of the large pump boat combined with the small pump boat and the belt conveyor, the theoretical upper limit of the maximum feasible construction period of the large pump boat is determined based on the schedule constraint expression that the preceding operations in the joint construction sequence must satisfy. The difference between the calculated theoretical upper limit of the maximum feasible construction period of the large pump boat and the planned upper limit of the construction period is considered; if the difference is not negative, a safety margin in the planned construction period is confirmed. Based on the obtained objective functions of the maximum sand supply in the bridge area, the maximum reference number of large pump boats, the construction efficiency of each vessel type, and the maximum dredging efficiency per unit time, the maximum theoretical construction efficiency value at the construction site and the corresponding construction vessel configuration and scheduling cycle scheme are obtained. Based on the actual maximum construction efficiency on site and the maximum theoretical construction efficiency value at the construction site, the construction management coefficient is determined.
[0021] For example, based on the obtained maximum daily construction volume of 80,000 m³ / d in the bridge construction area, the advance construction time of the small pump boat combined with the belt conveyor boat of 7 days, the construction depth of the large pump boat of 1.5m, and the construction depth of the small boat of 2.5m, the following conditions are substituted into the solution constraints to obtain the solution. , , Solving for Therefore, the theoretical upper limit of the maximum feasible construction period for the large pumping vessel is determined to be 10 days. This means that even with the small pumping vessel and conveyor belt working 7 days ahead of schedule in the bridge construction area, the maximum feasible construction period for the large pumping vessel is no more than 10 days. The difference between the calculated theoretical upper limit of 10 days and the planned upper limit of 10 days is not negative, confirming that there is a safety margin in the planned construction period. Substituting these values into the objective function yields the maximum on-site construction efficiency. Based on the actual maximum construction efficiency of 120,000 m³ / day, the on-site construction management coefficient can be calculated. It is 0.77 million m³ / day.
[0022] Step S104: Based on the obtained resource configuration parameters, sea state level prediction probability, and efficiency reduction coefficients of different ship types under each sea state level, construct the objective function for maximizing construction efficiency under unfavorable sea states and the joint constraint expression for sea state changes.
[0023] If the sea state changes during the planned construction period, an objective function to maximize construction efficiency during the construction period will be constructed based on the obtained resource allocation parameters. ,in, To achieve the desired construction efficiency, Sea state class, including good, moderate and bad, During the construction period, the sea state rating... The estimated probability of occurrence This represents the construction management coefficient under the current sea state change scenario. Sea state rating The efficiency reduction factor for small pump boats. Sea state rating The efficiency reduction factor for belt conveyors. Sea state rating The efficiency reduction factor for large pump ships is set based on the ship's resistance to wind and waves. Based on the input variables of the objective function, construct the joint constraint expression for sea state changes, including the constraint expression for the number of ships being a non-negative integer. The constraint expressions for the upper and lower limits of unit efficiency for different types of ships are as follows: The constraint expression for the maximum daily sand supply limit within the bridge construction area due to sea state changes is as follows: The expression for the schedule constraint that the preceding operations must satisfy in the joint construction sequence of sea state changes is as follows: ,in, This represents a set of unfavorable sea conditions classified as moderate to severe.
[0024] For example, during construction, the sea state may change from good to moderate or severe. When the sea state changes, construction efficiency will be affected; therefore, it is necessary to adjust the construction equipment according to the changes in sea state. Based on the obtained resource configuration parameters, an objective function to maximize construction efficiency within the construction period is constructed. ,in, To achieve the desired construction efficiency, Sea state class, including good, moderate and bad, During the construction period, the sea state rating... The estimated probability of occurrence This represents the construction management coefficient under the current sea state change scenario. Sea state rating The efficiency reduction factor for small pump boats. Sea state rating The efficiency reduction factor for belt conveyors. Sea state rating The efficiency reduction factor for large pump ships is set based on the ship's resistance to wind and waves. Based on the input variables of the objective function, determine the constraints and construct a joint constraint expression for sea state changes, including the constraint expression for the number of ships being a non-negative integer. The constraint expressions for the upper and lower limits of unit efficiency for different types of ships are as follows: The constraint expression for the maximum daily sand supply limit within the bridge construction area due to sea state changes is as follows: The expression for the schedule constraint that the preceding operations must satisfy in the joint construction sequence of sea state changes is as follows: ,in, This represents a set of unfavorable sea conditions classified as moderate to severe.
[0025] Step S105: Based on the ship type efficiency reduction coefficient under different sea state levels and the estimated probability of different sea state levels, determine the maximum expected construction efficiency and the construction management coefficient under the current sea state change scenario.
[0026] By utilizing the regional marine meteorological forecast data service system, sea state forecast data for the planned construction period is acquired. A sea state level assessment model is used to determine the sea state level for the planned construction period and the estimated probability of each sea state level occurring. Through a multi-vehicle joint construction monitoring database, vessel efficiency reduction coefficients corresponding to different sea state levels are obtained. Combined with the estimated probability of different sea state levels, and based on the objective function of maximizing construction efficiency within the construction period and the joint constraint expression of sea state changes, the maximum expected construction efficiency and the corresponding construction vessel configuration and scheduling cycle scheme for the planned construction period are calculated. Based on the actual maximum construction efficiency on site and the maximum theoretical construction efficiency value at the construction site, the construction management coefficients under the current sea state change scenario are determined.
[0027] For example, by using a regional marine meteorological forecast data service system, the sea state forecast data for the planned construction period is obtained. If the forecast data shows 6 days of good sea state, 3 days of moderate sea state, and 1 day of severe sea state within the next 10 days, then the probability distribution of sea state during the future construction period is: the probability of good sea state S1 is 0.6, the probability of moderate sea state S2 is 0.3, and the probability of severe sea state S3 is 0.1. Using a multi-type vessel joint construction monitoring database, the hull efficiency reduction coefficients corresponding to different sea state levels are obtained. The hull efficiency reduction coefficients for small pump boats in good, moderate, and severe sea states are [1.0, 0.4, 0.0], for belt conveyor boats are [1.0, 0.7, 0.4], and for large pump boats are [1.0, 0.85, 0.6]. Based on the objective function for maximizing construction efficiency within the construction period and its constraints, the following is obtained: The resource allocation parameters are then substituted into the schedule constraint expression that the preceding operations must satisfy in the joint construction sequence under sea state changes, resulting in the expression for the schedule constraint under sea state S2. Under S3 sea state The minimum value is taken for the set of unfavorable sea states {S2, S3}. With T limited to 10 days or less, the model is solved using integer programming. When the joint construction period T = 10 days, the model has a feasible solution, and the optimal fleet configuration is x = 0, y = 8, z = 0. The theoretical value for maximizing construction efficiency within the construction period under this configuration is... Based on actual on-site monitoring, under the same sea conditions and a 10-day cycle, the actual total completed volume was 450,000 m³, which translates to 45,000 m³ / day. This yields the construction management coefficient. It is 0.71.
[0028] Step S106: Based on the construction management coefficient under the current construction scenario and the preset construction management coefficient benchmark value, conduct a pre-evaluation of the construction plan and formulate a dynamic adjustment strategy for optimizing the construction management coefficient.
[0029] By utilizing a historical database of nearshore reclamation and dredging projects, a pre-defined benchmark value for construction management coefficients is obtained. This benchmark value is then combined with the current construction management coefficient to conduct a preliminary assessment of the construction plan. If the current construction management coefficient is less than the benchmark value, the impact of the construction management coefficient on vessel operation plans and final completion volume within different fluctuation ranges is evaluated. A dynamic adjustment strategy for the construction management coefficient is then developed and implemented. This includes generating revised vessel scheduling plans, equipment maintenance strategies, and sand supply plans based on daily vessel attendance rates, equipment downtime, and sand supply interruptions recorded in the construction log. The construction management coefficient after implementing the dynamic adjustment strategy is obtained and compared with the benchmark value. If the current construction management coefficient is still less than the benchmark value, the dynamic adjustment strategy is optimized until the current construction management coefficient exceeds the benchmark value.
[0030] For example, based on a database of historical nearshore reclamation and dredging projects, a preset construction management coefficient benchmark value of 0.85 was obtained. This means that past projects typically maintained a construction management coefficient of around 0.85, indicating that construction progress and efficiency were within an ideal range. However, in the current construction scenario, due to issues such as sea state fluctuations, equipment failures, and sand supply, the current construction management coefficient is 0.71, lower than the preset benchmark value of 0.85. To assess the impact of the current construction management coefficient on vessel operation plans and final completion volume, the influence of the construction management coefficient within different fluctuation ranges was first analyzed. It was estimated that for every 0.05 decrease in the construction management coefficient, the completion volume might decrease by approximately 5%. This indicates that a reduction in the current construction management coefficient could significantly impact the final project completion time and construction quality. Therefore, a dynamic adjustment strategy for the construction management coefficient was developed. The daily vessel attendance rate, equipment downtime, and sand supply interruptions were recorded through a construction log system. In the past week, the actual vessel attendance rate was 80%, equipment downtime totaled 4 hours, and sand supply interruptions totaled 8 hours. These factors directly affected the construction progress. Therefore, a revised vessel scheduling plan was generated based on this data, requiring a 90% increase in vessel attendance rate and strengthened equipment maintenance management to reduce downtime. Furthermore, regarding sand supply, supply chain management was optimized to ensure timely sand supply and reduce interruptions. After implementing these dynamic adjustment strategies, the construction management coefficient was reassessed. Following adjustments, the coefficient improved to 0.82, which, while still below the preset target of 0.85, was close to the benchmark. Therefore, the adjustment strategies were further optimized, including enhancing the flexibility of vessel scheduling, optimizing equipment maintenance schedules, and reducing fluctuations in sand supply. Ultimately, through continuous adjustment and optimization, the construction management coefficient gradually increased to 0.88, exceeding the preset benchmark value of 0.85. This change signified a significant improvement in the actual efficiency and progress at the construction site, better execution of vessel operation plans, and ultimately ensured the project was completed on time and met quality standards.
[0031] The above description is merely a preferred embodiment of this application and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of the invention involved in this application is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the concept of this application. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions disclosed in this application.
Claims
1. An optimized management method for joint reclamation construction using ship convoys, characterized in that, The method includes: By using the design documents of nearshore reclamation and dredging projects, resource allocation parameters and planned construction periods for joint construction by multiple types of vessels are obtained, and sea state levels within the planned construction period are identified based on sea state prediction data. Based on the obtained resource configuration parameters, construct the objective function and joint scheduling constraint expression to maximize the dredging efficiency per unit time under ideal sea conditions; Based on the joint scheduling constraint expression, the theoretical upper limit of the maximum construction period of the large pump ship is determined, the safety margin of the planned construction period is calculated, and the maximum theoretical construction efficiency and construction management coefficient at the construction site are obtained by combining construction efficiency and ship quantity configuration. Based on the obtained resource allocation parameters, sea state level prediction probability, and efficiency reduction coefficients of different ship types under each sea state level, an objective function for maximizing construction efficiency under unfavorable sea states and a joint constraint expression for sea state changes are constructed. Based on the ship type efficiency reduction factor under different sea state levels and the estimated probability of different sea state levels, the maximum expected construction efficiency is determined and the construction management coefficient under the current sea state change scenario is also determined. Based on the construction management coefficient under the current construction scenario and the preset benchmark value of the construction management coefficient, the construction plan is pre-evaluated, and a dynamic adjustment strategy for optimizing the construction management coefficient is formulated.
2. The method according to claim 1, wherein, The process involves obtaining resource allocation parameters and planned construction periods for joint construction using multiple types of vessels from nearshore reclamation and dredging project design documents, and identifying sea state levels within the planned construction period based on sea state forecast data. This includes: By examining the design documents of nearshore reclamation and dredging projects, resource allocation parameters and planned construction cycles for multi-type vessel joint construction were obtained. Resource allocation parameters included the construction efficiency of different vessel types, vessel quantity configuration, construction depth, construction scheduling time, and resource constraints in the construction area. Vessel types included large pumping vessels, belt-driven vessels, and small pumping vessels. Construction scheduling time included the advance construction cycle of small pumping vessels combined with belt-driven vessels and the construction cycle of large pumping vessels. Resource constraints in the construction area included the maximum daily material supply limit and safety margin in the construction area within the bridge. The safety margin was used to absorb schedule risks caused by sudden changes in sea state and to accommodate the advance construction volume of small pumping vessels combined with belt-driven vessels. Through the regional marine meteorological forecast data service system, sea state prediction data for the planned construction cycle was obtained. A decision tree algorithm was used for model training to construct a sea state level assessment model, identifying the sea state level within the planned construction cycle. The sea state prediction data included wave height, wind speed, wind direction, current speed, and current direction. Sea state levels included good, moderate, and severe.
3. The method according to claim 1, wherein, The step of constructing an objective function and joint scheduling constraint expression to maximize the reclamation efficiency per unit time under ideal sea conditions based on the obtained resource configuration parameters includes: If the sea state remains favorable during the planned construction period, then based on the obtained resource allocation parameters, construct an objective function to maximize the reclamation efficiency per unit time. , where variables These represent the number of small pump boats, belt conveyor boats, and large pump boats used for construction, respectively. , , These represent the real-time unit efficiency of the three types of vessels, respectively. η is the construction management coefficient, reflecting the impact of various factors on construction efficiency, which will be obtained through reverse engineering using actual data. Based on the input variables of the objective function, the resource constraints of the construction area, the dependencies of construction procedures, and the sequential advancement requirements for joint construction of multiple vessel types are obtained, and a joint constraint expression is constructed, including the constraint expression for the number of vessels being a non-negative integer. The constraint expressions for the upper and lower limits of unit efficiency for different types of ships are as follows: The constraint expression for limiting the maximum daily sand supply in the construction area within the bridge is as follows: The expression for the schedule constraints that the preceding operations in a joint construction sequence must satisfy is: ,in, , , These represent the construction efficiency of different types of vessels in the resource allocation parameters, where R is the maximum daily construction volume in the bridge construction area, t is the advance construction time of the small pump boat combined with the belt conveyor boat, and T is the construction cycle of the large pump boat combined with the small pump boat and the belt conveyor boat. The optimal construction depth for small pump boats The maximum operating depth for large pump ships To allow for a safety margin, small pump boats and belt conveyor boats were used to advance the construction volume.
4. The method according to claim 1, wherein, Based on the joint scheduling constraint expression, the theoretical upper limit of the maximum feasible construction period of the large pump vessel is determined, the safety margin of the planned construction period is calculated, and the maximum theoretical construction efficiency and construction management coefficient at the construction site are obtained by combining construction efficiency and vessel quantity configuration, including: Based on the obtained data of the maximum daily construction volume in the bridge construction area, the advance construction time of the small pump boat combined with the belt conveyor, and the construction depth of the large pump boat combined with the small pump boat and the belt conveyor, the theoretical upper limit of the maximum construction period of the large pump boat is determined based on the progress constraint expression that the preceding operations in the joint construction sequence must meet. By calculating the difference between the theoretical upper limit of the maximum construction period of the large pump boat and the upper limit of the planned construction period, if the difference is not negative, it is confirmed that there is a safety margin in the planned construction period. Based on the obtained objective functions of the maximum sand supply in the bridge, the maximum reference number of large pump boats, the construction efficiency of each type of vessel, and the maximum dredging efficiency per unit time, the maximum theoretical construction efficiency value at the construction site and the corresponding construction vessel configuration and scheduling cycle scheme are obtained. Based on the actual maximum construction efficiency on site and the maximum theoretical construction efficiency value at the construction site, the construction management coefficient is determined.
5. The method according to claim 1, wherein, Based on the obtained resource allocation parameters, sea state level prediction probabilities, and efficiency reduction coefficients for different ship types at various sea state levels, the objective function for maximizing construction efficiency under unfavorable sea states and the joint constraint expression for sea state changes are constructed, including: If the sea state changes during the planned construction period, an objective function to maximize construction efficiency during the construction period will be constructed based on the obtained resource allocation parameters. ,in, To achieve the desired construction efficiency, Sea state class, including good, moderate and bad, During the construction period, the sea state rating... The estimated probability of occurrence This represents the construction management coefficient under the current sea state change scenario. Sea state rating The efficiency reduction factor for small pump boats. Sea state rating The efficiency reduction factor for belt conveyors. Sea state rating The efficiency reduction factor for large pump ships is set based on the ship's resistance to wind and waves. Based on the input variables of the objective function, construct the joint constraint expression for sea state changes, including the constraint expression for the number of ships being a non-negative integer. The constraint expressions for the upper and lower limits of unit efficiency for different types of ships are as follows: The constraint expression for the maximum daily sand supply limit within the bridge construction area due to sea state changes is as follows: The expression for the schedule constraint that the preceding operations must satisfy in the joint construction sequence of sea state changes is: ,in, This represents a set of unfavorable sea conditions classified as moderate to severe.
6. The method according to claim 1, wherein, The determination of the maximum expected construction efficiency based on the ship type efficiency reduction coefficient under different sea state levels and the estimated probability of occurrence of different sea state levels, along with the construction management coefficient under the current sea state change scenario, includes: By utilizing the regional marine meteorological forecast data service system, sea state forecast data for the planned construction period is obtained. A sea state level assessment model is used to determine the sea state level for the planned construction period and the estimated probability of different sea state levels occurring. Through a multi-vehicle joint construction monitoring database, vessel efficiency reduction coefficients corresponding to different sea state levels are obtained. Combined with the estimated probability of different sea state levels, and based on the objective function of maximizing construction efficiency within the construction period and the joint constraint expression of sea state changes, the maximum expected construction efficiency within the planned construction period and the corresponding construction vessel configuration and scheduling cycle scheme are calculated. Based on the actual maximum construction efficiency on site and the maximum theoretical construction efficiency value at the construction site, the construction management coefficient under the current sea state change scenario is determined.
7. The method according to claim 1, wherein, The process of pre-evaluating the construction plan based on the construction management coefficient under the current construction scenario and the preset benchmark value of the construction management coefficient, and formulating and optimizing the dynamic adjustment strategy of the construction management coefficient, includes: By using a database of historical nearshore reclamation and dredging projects, a pre-defined benchmark value for the construction management coefficient is obtained. This benchmark value is then combined with the construction management coefficient of the current construction scenario to conduct a preliminary assessment of the construction plan. If the current construction management coefficient is less than the benchmark value, the impact of the construction management coefficient on vessel operation plans and final completion volume within different fluctuation ranges is evaluated. A dynamic adjustment strategy for the construction management coefficient is then developed and implemented. This includes generating revised vessel scheduling plans, equipment maintenance strategies, and sand supply plans based on daily vessel attendance rates, equipment failure durations, and sand supply interruptions recorded in the construction log. The construction management coefficient after implementing the dynamic adjustment strategy is then obtained and compared with the benchmark value. If the construction management coefficient of the current construction scenario is still less than the benchmark value, the dynamic adjustment strategy is optimized until the construction management coefficient of the current construction scenario exceeds the benchmark value.