Tunnel ship navigation traffic control method, terminal, medium and program product

Abstract

The invention relates to the technical field of waterway traffic control, and relates to a tunnel ship navigation traffic control method, a terminal, a medium and a program product, and the method comprises the steps: obtaining a blocking ratio coefficient of a ship relative to a current water cross section of a tunnel; the maximum safe wave climbing value allowed by the tunnel side wall is preset; establishing a limited water area ship traveling wave response model among the blockage ratio coefficient, the ship navigational speed and the wave climbing value; calculating the critical safe navigational speed of the ship sailing in the tunnel; generating a personalized speed limiting instruction for the ship based on the critical safe navigational speed, and performing graded speed control on the ship through a traffic signal system; according to the method, a hierarchical control strategy is implemented, and a smooth acceleration strategy is implemented at an inlet section, so that superposition of inlet surges and solitary waves caused by a'piston water pushing 'effect is avoided; a nonlinear deceleration strategy coupled with the residual distance is implemented at the exit section, so that ship speed attenuation is matched with wake wave energy dissipation, and destructive superposition of a wake wave and an exit reflected wave is prevented.

Description

Technical Field

[0001] This invention relates to the field of waterway traffic control technology, and to a traffic control technology for restricted navigable waterways, specifically to a tunnel vessel navigation traffic control method, terminal, medium, and program product based on wave rise. Background Technology

[0002] With the development of inland waterway shipping resources and the advancement of high dam construction, navigation tunnels, as a new type of navigation structure that overcomes high water head differences and traverses complex terrain, are being used more and more widely. Unlike traditional open waterways, navigation tunnels typically have the physical characteristics of narrow cross-sections and enclosed spaces.

[0003] When ships navigate in restricted waters such as navigation tunnels, the strong constraint of the sidewalls and bottom plate on the hull's displacement of the water flow creates a significant "piston effect." This hydraulic phenomenon causes a sharp change in the flow velocity around the ship, leading to violent fluctuations in the water level within the tunnel and waves climbing up the sidewalls. Excessive wave climb can not only submerge critical electromechanical facilities such as lighting, monitoring, and fire protection systems located on the tunnel sidewalls, threatening tunnel operation safety, but may also cause the ship itself to run aground due to a decrease in hull pressure.

[0004] To address the aforementioned issues, existing solutions primarily focus on two aspects: civil engineering and traffic management. In terms of civil engineering, wave energy is typically passively dissipated by increasing tunnel cross-sectional dimensions or installing energy dissipation structures (such as wave-dissipating holes and stilling chambers) on the sidewalls. However, this often results in substantial investment and high construction difficulty. Regarding traffic management, existing technologies mostly employ a static speed limit management model, which sets a universal, fixed speed limit based on experience, requiring all passing vessels to refrain from exceeding it.

[0005] However, the wave height generated by a ship in restricted waters has a complex nonlinear coupling relationship with its own geometry (such as draft and beam), the real-time water level in the tunnel, and its speed. Traditional static speed limiting methods often fail to take into account the differences between ships of different tonnages: if the speed limit is too low, it will waste navigation resources for small tonnage ships and reduce navigation efficiency; if the speed limit is too high, it may cause wave overflow risk for heavily loaded ships with a large blockage ratio. Summary of the Invention

[0006] To address the aforementioned technical problems, this invention provides a tunnel vessel navigation traffic control method, terminal, medium, and program product, which enables different traffic controls for different vessels and achieves dynamic optimal control of navigation capacity.

[0007] This invention is achieved through the following technical solution:

[0008] A method for controlling vessel navigation traffic in tunnels includes:

[0009] In the pilotway area before a ship enters the tunnel, a three-dimensional digital geometric model of the ship to be passed is constructed in real time using multi-dimensional sensing equipment, and the hydraulic boundary conditions inside the tunnel are acquired simultaneously to calculate the blocking ratio coefficient of the ship relative to the current water passage section of the tunnel.

[0010] The maximum safe wave run-up value allowed for the tunnel sidewall is preset as the highest hydraulic constraint boundary for traffic control.

[0011] Establish a confined waterway ship wave response model based on the aforementioned blocking ratio coefficient, ship speed, and wave climb value;

[0012] Substituting the maximum safe wave climb value into the ship's wave response model in the confined water area, the critical safe speed for the ship to navigate in the tunnel is calculated in reverse.

[0013] Based on the critical safe speed, a personalized speed limit instruction is generated for the vessel, and graded speed control is implemented on the vessel through the traffic signal system.

[0014] Optionally, methods for calculating the blocking ratio coefficient include:

[0015] Acquire three-dimensional point cloud data of the surface of the vessel to be passed, and map the three-dimensional point cloud data to a vertical coordinate system with the keel baseline as the origin;

[0016] The three-dimensional point cloud data is processed by layering and slicing, and a transverse beam distribution function reflecting the change of underwater hull beam with draft is constructed using cubic spline interpolation. ;

[0017] Obtain real-time water depth of the tunnel It then calls upon pre-stored tunnel internal contour geometry data to construct a tunnel internal contour width distribution function that reflects the change in tunnel net width with height. ;

[0018] Based on the principles of calculus and fluid boundary layer theory, a fluid boundary layer correction coefficient is introduced. Calculate the blocking ratio coefficient : ,in, This refers to the maximum draft of the vessel. To represent the integral variable of the ship's draft direction; This is the fluid boundary layer correction factor; This refers to the real-time water depth inside the tunnel. This is the integral variable in the height direction of the tunnel cross-section.

[0019] Optionally, the method for determining the maximum safe wave run-up value includes:

[0020] Pre-stored absolute flood protection elevation values ​​for critical infrastructure on tunnel sidewalls The critical infrastructure includes the lowest elevation of tunnel lighting circuits, monitoring terminals, fire protection facilities, and maintenance access routes;

[0021] Real-time reading of the current navigable still water level elevation inside the tunnel ;

[0022] Calculate the maximum permissible safe wave run-up value at the current moment: ,in: This is the safety redundancy factor.

[0023] Optionally, the ship's traveling wave response model in the confined water area is: ,in, This represents the predicted wave run-up value for the tunnel sidewall; The ship's speed is the value to be calculated. This is the blocking ratio coefficient; It is the gravitational acceleration constant; This is a correction factor for the tunnel piston effect; This is the wave-making coefficient of the ship's sailing waves.

[0024] Optionally, methods for implementing graded speed control include:

[0025] The length at the tunnel entrance is The area is defined as the water pressure establishment transition zone, the middle area of ​​the tunnel is defined as the stable propagation zone of ship waves, and the length before the tunnel exit is defined as... The region is defined as an energy dissipation buffer zone;

[0026] During the water pressure transition zone, a surge suppression acceleration strategy is implemented to control the navigation speed and smoothly accelerate to the critical safe speed.

[0027] In the stable propagation zone of ship waves, a threshold-locked cruise strategy is implemented to maintain a constant sailing speed;

[0028] A distance-coupled deceleration strategy is implemented in the energy dissipation buffer zone to control the nonlinear decay of the sailing speed as the remaining distance decreases.

[0029] Optionally, methods for implementing graded speed control include:

[0030] During the water pressure transition zone, the inlet navigation speed... Perform linear acceleration until the critical safe speed is reached: ,in, The initial momentum coefficient for entering the cave; This is the distance to the destination;

[0031] Within the stable propagation zone of ship waves, lock the sailing speed. ; The critical safe speed;

[0032] Within the energy dissipation buffer zone, the exit speed Perform nonlinear deceleration until leaving the energy dissipation buffer zone. ,in, This represents the remaining distance between the ship's current position and the tunnel exit section. The preset tunnel exit speed.

[0033] Furthermore, within the stable propagation region of ship waves, a real-time feedback correction step is also included, specifically:

[0034] The actual wave rise value of a ship passing through the stable propagation zone of its traveling waves is collected in real time at a preset frequency. ;

[0035] The measured wave rise value With maximum safe wave run-up value Compare and calculate the safety margin consumption ratio. ;

[0036] when When the speed exceeds the safety warning threshold, a deceleration compensation factor is generated by the PID correction controller. And correct the sailing speed until It has fallen back below the safety warning threshold; The original speed was the speed before the correction.

[0037] Furthermore, it also includes the steps for determining the minimum access interval for accompanying the vessel, specifically including:

[0038] Get the real-time speed of the ship ahead. Blocking ratio coefficient of the preceding ship and real-time water depth of the tunnel ;

[0039] Set the expected wave energy attenuation ratio and wave attenuation coefficient ;

[0040] Calculate the minimum entry time interval for the subsequent ship to enter the tunnel. : ,in, This is the acceleration due to gravity.

[0041] A tunnel vessel traffic control terminal includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the tunnel vessel traffic control method described above.

[0042] A computer-readable storage medium storing a computer program that, when executed by a processor, implements the tunnel vessel navigation traffic control method described above.

[0043] A computer program product includes a computer program / instructions that, when executed by a processor, implement the tunnel vessel navigation traffic control method described above.

[0044] Compared with the prior art, the present invention has the following features and beneficial effects:

[0045] The method of this invention first acquires the three-dimensional geometric data of the ship and the hydraulic boundary of the tunnel through a multi-dimensional sensing device, and calculates the effective hydrodynamic blockage ratio; then, it uses the ship wave response model in confined waters to deduce the critical safe speed of the ship; finally, based on the critical safe speed derived by inversion, and combined with the different hydrodynamic characteristics of the tunnel entrance, middle and exit areas, it implements graded traffic control.

[0046] This invention directly correlates the real-time blockage ratio of vessels with the safe wave run-up value of the tunnel sidewalls and calculates the critical speed in reverse, thereby generating tailored instructions for vessels of different tonnages and drafts. This ensures that large-tonnage vessels do not flood the sidewall electromechanical facilities due to wave overflow, while allowing smaller-tonnage vessels or those with low blockage ratios to pass at higher speeds. This effectively solves the problem of wasted navigation resources caused by conservative speed limits in existing technologies, significantly improving the overall navigation efficiency of the tunnel.

[0047] This invention implements a graded control strategy. By implementing a smooth acceleration strategy at the inlet section, it avoids the superposition of inlet swell and isolated waves caused by excessive "piston-push" effect. By implementing a nonlinear deceleration strategy coupled with the remaining distance at the outlet section, it matches the ship speed decay with the energy dissipation of the wake wave, effectively preventing the destructive superposition of the wake wave and the outlet reflected wave. Attached Figure Description

[0048] The accompanying drawings illustrate exemplary embodiments of the present invention and, together with the description thereof, serve to explain the principles of the invention. These drawings are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, but do not constitute a limitation on the embodiments of the present invention.

[0049] Figure 1 This is a flowchart illustrating a tunnel-based vessel navigation traffic control method according to the present invention. Detailed Implementation

[0050] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of the invention.

[0051] It should also be noted that, for ease of description, only the parts relevant to the present invention are shown in the accompanying drawings.

[0052] Where there is no conflict, the embodiments and features described herein can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0053] Example 1

[0054] This embodiment provides a tunnel navigation traffic control method to solve the technical problem that abnormal water level fluctuations and wave rise caused by the "piston effect" of ship navigation in restricted waters (especially high dam navigation tunnels), which threatens the tunnel sidewall facilities and the safety of ship navigation.

[0055] like Figure 1 As shown, the specific implementation steps of the traffic control method provided in this embodiment are as follows:

[0056] Step S1: In the pilotway area before the vessel enters the tunnel, a three-dimensional digital geometric model of the vessel to be passed is constructed in real time using multi-dimensional sensing equipment. Simultaneously, the hydraulic boundary conditions within the tunnel (such as the current water level and depth, the water-passing area of ​​the tunnel cross-section, etc.) are acquired, and the blocking ratio coefficient of the vessel relative to the current water-passing cross-section of the tunnel is calculated. The blocking ratio coefficient is a physical quantity reflecting the degree to which the underwater volume of the vessel encroaches on the water-passing cross-section of the tunnel.

[0057] Step S2: Preset the maximum safe wave run-up value allowed for the tunnel sidewall as the highest hydraulic constraint boundary for traffic control.

[0058] Tunnel sidewalls are typically equipped with electromechanical facilities such as lighting and monitoring systems, which have clearly defined waterproof elevation limits. This maximum safe wave run-up value is the highest hydraulic constraint boundary for traffic control, and any traffic control strategy must ensure that actual wave heights do not exceed this value.

[0059] Step S3: Establish a confined waterway ship wave response model between the blocking ratio coefficient, ship speed and wave rise value; the model describes the mathematical relationship between three core variables: blocking ratio coefficient (ship size), ship speed (ship speed) and wave rise value (the resulting impact).

[0060] Step S4: Substitute the maximum safe wave climb value into the ship wave response model in the confined water area, and calculate the critical safe speed of the ship navigating in the tunnel in reverse; substitute the "maximum safe wave climb value" determined in step S2 as a known target value into the model, and derive the critical safe speed that the ship is allowed to reach in the tunnel in reverse, under the premise of knowing the "blocking ratio coefficient".

[0061] Step S5: Generate a personalized speed limit instruction for the vessel based on the critical safe speed, and implement graded speed control for the vessel through a traffic signal system (such as an electronic display screen, signal lights, or ship-to-shore communication terminal).

[0062] To further optimize navigation safety and efficiency, the following methods for implementing graded speed control include:

[0063] The entire tunnel is divided into three logical sections: the tunnel entrance section is of length... The area is defined as the water pressure build-up transition zone. When a ship enters this zone, the water is pushed into the enclosed space by the hull, causing the pressure to build up rapidly.

[0064] The central area of ​​the tunnel is defined as the stable propagation zone of ship waves, where the ship wave morphology is relatively stable and the main risk lies in the continuous wave rise.

[0065] The length before the tunnel exit is The area is defined as an energy dissipation buffer zone. When a ship approaches the exit, the wake may overlap with the reflected wave outside the exit.

[0066] In the water pressure transition zone, a surge suppression acceleration strategy is implemented to control the navigation speed and smoothly accelerate to the critical safe speed; this prevents the sudden change in water flow velocity at the inlet due to excessive acceleration, which could generate destructive surges or isolated waves.

[0067] By implementing a threshold-locked cruise strategy in the stable propagation zone of ship waves, the navigation speed is kept constant. This ensures that the wave speed does not exceed the limit and utilizes the calculated maximum permissible speed, thereby maximizing navigation efficiency.

[0068] A distance-coupled deceleration strategy is implemented in the energy dissipation buffer zone to control the nonlinear decay of the sailing speed as the remaining distance decreases; this makes the downward trend of the ship's speed match the natural dissipation rate of water wave energy, thereby avoiding the wave superposition effect caused by sudden braking or improper deceleration.

[0069] Example 2

[0070] This embodiment further illustrates Embodiment 1.

[0071] Step S1 employs a high-precision calculation scheme based on three-dimensional point cloud reconstruction and calculus principles to ensure the accuracy of the hydrodynamic inversion model.

[0072] The system acquires three-dimensional point cloud data of the surface of the vessel to be passed through by lidar or underwater sonar array, and maps the three-dimensional point cloud data to a vertical coordinate system with the keel baseline as the origin.

[0073] For irregular hull shapes (such as V-shaped bottoms, U-shaped bottoms, or bulbous bow structures), the three-dimensional point cloud data is processed by layering and slicing. This involves dividing the hull vertically into several small horizontal sections. Cubic spline interpolation is then used to fit the width data of each slice, constructing a transverse width distribution function that reflects the underwater hull width variation with draft. ; Describes the hull at any draft The lateral width at this point retains all the detailed features of the hull lines.

[0074] Among them, the distribution function is constructed using cubic spline interpolation. Specific methods include:

[0075] Perform layered slicing processing on the 3D point cloud data to obtain... Discrete draft nodes and the corresponding ship transverse width data ,in , Indicates the water surface. Indicates the maximum draft;

[0076] In adjacent nodes Within each water depth interval, a cubic polynomial is constructed as a piecewise function: ,in, These are coefficients to be determined.

[0077] Based on the interpolation conditions at each node Continuity condition (i.e., the function values, first derivative, and second derivative of adjacent intervals at nodes) Given a continuous (instantaneous) and natural boundary conditions, the undetermined coefficients for all intervals are determined by solving a system of linear equations, thus obtaining a globally continuous and smooth ship transverse beam distribution function. .

[0078] The system reads the water depth inside the tunnel in real time using a water level sensor. It then calls upon pre-stored tunnel internal contour geometry data (including tunnel floor shape, sidewall inclination, etc.) to construct a tunnel internal contour width distribution function that reflects the change of tunnel net width with height. .

[0079] Among them, a distribution function is constructed based on measured data and pre-stored data. Specific methods include:

[0080] Based on pre-stored tunnel design drawings or measured data, the cross-sectional geometric characteristic parameters of the tunnel are extracted, and segmented geometric equations are constructed. Taking a typical high-dam navigation "gateway" type cross-section tunnel as an example, it consists of a lower vertical sidewall section and an upper circular arch section. Let the height of the vertical sidewall be... The maximum clear width at the bottom of the tunnel is The radius of the upper circular arch is Then the tunnel's internal profile width distribution function The specific segmentation is expressed as follows:

[0081] when At that time, in the section with vertical sidewalls, the clear width of the tunnel does not change with the height, that is: ;

[0082] when At that time, in the top circular arch segment, according to the geometric equation of a circle, the net width increases with the height. The increase decreases, that is: ;

[0083] For tunnels with irregular cross-sections such as trapezoids or horseshoe shapes with inclination angles, the corresponding continuous function is generated using the least squares method or polynomial fitting based on its corresponding geometric profile equation or discrete coordinate points. .

[0084] Based on the principles of calculus and fluid boundary layer theory, and considering the viscosity of fluids, the water layer adhering to the hull surface will move with the hull (forming attached water mass), and the boundary layer resistance effect of the tunnel walls will also occur, resulting in the effective cross-section for reverse flow of water being smaller than the geometric cross-section. Therefore, a fluid boundary layer correction factor is introduced. (Greater than 1.0), calculate the blocking ratio coefficient. : ,in, This refers to the maximum draft of the vessel. To represent the integral variable of the ship's draft direction; This is the fluid boundary layer correction factor; This refers to the real-time water depth inside the tunnel. This is the integral variable in the height direction of the tunnel cross-section.

[0085] The integral term in the numerator represents the precise underwater displacement volume of the ship (projected area on a two-dimensional cross-section) obtained through definite integral operations, and the entire numerator is the corrected "effective obstruction area".

[0086] The denominator represents the precise cross-sectional area of ​​the tunnel at the current water level, obtained through definite integral calculation.

[0087] Step S2 determines the maximum safe wave run-up value for this navigation operation. Considering that the water level in the high dam reservoir area is not constant but fluctuates significantly with the seasons and scheduling instructions, the maximum safe wave run-up value is dynamic.

[0088] Pre-store the absolute flood protection elevation values ​​of critical infrastructure on the tunnel sidewalls in the database. The critical infrastructure includes the lowest elevation of the tunnel lighting circuit, monitoring terminal, fire protection facilities, and maintenance access; ensuring that the entire tunnel's electromechanical system is safe as long as the waves do not exceed this height.

[0089] The system uses water level sensors installed inside the tunnel to read the current navigable still water level elevation in the tunnel in real time at a high frequency. .

[0090] Calculate the maximum permissible safe wave run-up value at the current moment: In order to prevent splashing water caused by wave breaking or instantaneous overtopping caused by the superposition of nonlinear wave crests, this embodiment introduces a dimensionless safety redundancy coefficient. The value can be either 0.7 or 0.8.

[0091] Step S3 establishes a confined waterway ship wave response model that includes a nonlinear potential energy conversion term and a linear superposition term.

[0092] The model is based on Bernoulli's energy conservation equation in classical fluid mechanics, and has been modified for the special characteristics of the enclosed space of a tunnel. The ship wave response model in the confined water area is as follows: ,in, This represents the predicted wave run-up value for the tunnel sidewall; The ship's speed is the value to be calculated. This is the blocking ratio coefficient; It is the gravitational acceleration constant; The correction coefficient for the tunnel piston effect is a dimensionless constant greater than 1.0. It is used to correct energy loss and water level deviation caused by tunnel wall roughness, water viscosity and unsteady flow effects. It was determined through previous physical model tests. The wave-making coefficient of a ship's traveling waves characterizes the linear relationship between ship speed and secondary wave height, and was determined through previous physical model experiments.

[0093] Part One When a ship navigates through a narrow tunnel, the hull occupies part of the water passage cross section (by...). This causes the water flow velocity on the side of the ship to increase sharply relative to the bow (increased velocity means decreased pressure and a drop in water level). As the water flows past the stern, its kinetic energy is rapidly converted into potential energy, causing the water level to rebound and rise along the sidewall.

[0094] Part Two This represents the superposition of the Kelvin wave system generated during ship navigation and the direct reflection of the waves generated by the bow onto the sidewalls.

[0095] Step S4 involves inversion calculations based on the model from step S3.

[0096] In actual control logic, Replaced with the maximum safe wave run-up value calculated in S3 . The blocking ratio coefficient is calculated in S1.

[0097] The system substitutes the known quantities into the equation to solve for this problem. The maximum theoretical speed that the ship can achieve without violating the safety red line can be obtained by using a quadratic equation in one variable (or by numerical iteration). .

[0098] Step S5 employs a hierarchical speed control system of "spatial segmentation-temporal coupling," dividing the entire navigation process into three consecutive control phases and executing differentiated speed commands for each phase.

[0099] To avoid the formation of isolated waves due to the violent pushing of the inlet water caused by excessive ship speed, a transition zone is established in the water pressure, and the inlet navigation speed is controlled. Perform linear acceleration until the critical safe speed is reached: ,in, The initial momentum coefficient for entering the cave is less than 1; This is the distance to be entered.

[0100] Within the stable propagation zone of ship waves, the water flow pattern is relatively stable, allowing for the locking of the navigation speed. ; The critical safe speed is set; as long as the waves do not exceed the limit, the ship will travel at the fastest speed allowed by the system to shorten the tunnel passage time.

[0101] Within the energy dissipation buffer zone, there is a risk of overlap between the wake wave and the exit reflected wave, affecting the exit sailing speed. Perform nonlinear deceleration until leaving the energy dissipation buffer zone. ,in, This represents the remaining distance between the ship's current position and the tunnel exit section. The preset speed is the speed at the tunnel exit. Using a quadratic deceleration method allows the ship's speed decay process to match the natural dissipation of water wave energy, preventing it from rear-ending the ship or resonating with reflected waves at the exit due to sudden deceleration.

[0102] Example 3

[0103] The aforementioned embodiments have provided a theoretical safe speed through inversion models. However, considering the unforeseen factors that may occur in actual navigation, such as gusts, turbulent currents, or abnormal ship attitude, this embodiment further ensures navigation safety through a closed-loop logic of "monitoring-comparison-correction".

[0104] Within the stable propagation region of ship waves, a real-time feedback correction step is also included, specifically:

[0105] The actual wave rise value of a ship passing through the stable propagation zone of its traveling waves is collected in real time at a preset frequency. ;

[0106] The measured wave rise value With maximum safe wave run-up value Compare and calculate the safety margin consumption ratio. This is used to assess the level of danger in the current navigational situation. When it approaches 1.0, it means the wave is about to overflow or touch the safety threshold; when A smaller value indicates a safe state.

[0107] when When the value exceeds the safety warning threshold (e.g., 0.9), it indicates that the actual wave is approaching the danger zone. A deceleration compensation factor is then generated by the PID correction controller. And correct the sailing speed until It has fallen back below the safety warning threshold; The original speed was the speed before the correction.

[0108] Example 4

[0109] In tunnel navigation management, simply controlling the speed of each ship is not enough. If the time interval between two ships entering the tunnel is too short, the wake wave generated by the preceding ship has not yet dissipated before the following ship enters. The energy of the two waves will overlap in the enclosed space, which may cause the instantaneous wave height to exceed the safety threshold.

[0110] This embodiment provides a method for determining the minimum access time interval for following a vessel, specifically including:

[0111] Get the real-time speed of the ship ahead. Blocking ratio coefficient of the preceding ship and real-time water depth of the tunnel ;

[0112] Set the expected wave energy attenuation ratio and wave attenuation coefficient ; The preset dimensionless ratio (e.g., 10 or 20) represents the degree to which the residual wave energy of the preceding ship must decay when the following ship enters the tunnel (i.e., the target value of energy dissipation). It is an empirical constant related to the roughness of the tunnel wall and the viscosity of the water, and it characterizes the natural loss rate of waves during propagation.

[0113] Based on the above parameters, the minimum entry time interval for the following vessel to enter the tunnel is calculated. : ,in, This is the acceleration due to gravity.

[0114] Calculation Afterwards (for example, if the calculation result is 180 seconds), the traffic control system will execute the "red light prohibition" logic: after the preceding vessel enters the tunnel... During the time limit, the tunnel entrance signal light remains red for the following vessel; only after the countdown ends are the following vessels allowed to enter the tunnel.

[0115] Example 5

[0116] A tunnel vessel navigation traffic control terminal includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the aforementioned tunnel vessel navigation traffic control method.

[0117] Memory is used to store software programs and modules. The processor executes various terminal functions and data processing by running the software programs and modules stored in memory. Memory can mainly include a program storage area and a data storage area. The program storage area can store the operating system, at least one executable program required for a given function, etc.

[0118] The storage data area can store data created based on the use of the terminal. Furthermore, the memory can include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0119] A computer-readable storage medium storing a computer program that, when executed by a processor, implements the tunnel vessel navigation traffic control method described above.

[0120] Without loss of generality, computer-readable media can include computer storage media and communication media. Computer storage media include volatile and non-volatile, removable and non-removable media implemented using any method or technology for storing information such as computer-readable instruction data structures, program modules, or other data. Computer storage media include RAM, ROM, EPROM, EEPROM, flash memory or other solid-state storage technologies, CD-ROM, DVD or other optical storage, magnetic tape cassettes, magnetic tape, disk storage, or other magnetic storage devices. Of course, those skilled in the art will recognize that computer storage media are not limited to the above-mentioned types. The aforementioned system memories and mass storage devices can be collectively referred to as memory.

[0121] A computer program product includes a computer program / instructions that, when executed by a processor, implement the tunnel vessel navigation traffic control method described above.

[0122] Computer program products include computer programs or instruction sets used to perform specific tasks or achieve specific functions. These programs or instructions are designed to be executed by a processor to implement a series of predefined steps or operations. The program product may be stored in various forms of computer storage media, such as memory, hard disks, solid-state drives, optical discs, or other forms of digital storage devices. It may exist in the form of compiled binary code or in the form of scripts or bytecode that can be executed by an interpreter. Through carefully designed algorithms and logical instructions, the program product enables the processor to process data in a specific order and manner, performing various functions such as data analysis, user interaction, and device control.

[0123] In the description of this specification, the references to terms such as "one embodiment / mode," "some embodiments / modes," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment / mode or example is included in at least one embodiment / mode or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment / mode or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments / modes or examples. Furthermore, without contradiction, those skilled in the art can combine and integrate the different embodiments / modes or examples described in this specification, as well as the features of different embodiments / modes or examples.

[0124] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0125] Those skilled in the art should understand that the above embodiments are merely for illustrating the present invention and are not intended to limit the scope of the invention. Those skilled in the art can make other changes or modifications based on the above invention, and these changes or modifications still fall within the scope of the present invention.

Claims

1. A method for controlling ship navigation traffic in tunnels, characterized in that, include: In the pilotway area before a ship enters the tunnel, a three-dimensional digital geometric model of the ship to be passed is constructed in real time using multi-dimensional sensing equipment, and the hydraulic boundary conditions inside the tunnel are acquired simultaneously to calculate the blocking ratio coefficient of the ship relative to the current water passage section of the tunnel. The maximum safe wave run-up value allowed for the tunnel sidewall is preset as the highest hydraulic constraint boundary for traffic control. Establish a confined waterway ship wave response model based on the aforementioned blocking ratio coefficient, ship speed, and wave climb value: ,in, This represents the predicted wave run-up value for the tunnel sidewall; The ship's speed is the value to be calculated. This is the blocking ratio coefficient; It is the gravitational acceleration constant; This is a correction factor for the tunnel piston effect; The wave-making coefficient of the ship's sailing waves; Substituting the maximum safe wave climb value into the ship's wave response model in the confined water area, the critical safe speed for the ship to navigate in the tunnel is calculated in reverse. Based on the critical safe speed, a personalized speed limit instruction is generated for the vessel, and graded speed control is implemented for the vessel.

2. The tunnel vessel navigation traffic control method according to claim 1, characterized in that, Methods for calculating the blocking ratio coefficient include: Acquire three-dimensional point cloud data of the surface of the vessel to be passed, and map the three-dimensional point cloud data to a vertical coordinate system with the keel baseline as the origin; The three-dimensional point cloud data is processed by layering and slicing, and a transverse beam distribution function reflecting the change of underwater hull beam with draft is constructed using cubic spline interpolation. ; Obtain real-time water depth of the tunnel It then calls upon pre-stored tunnel internal contour geometry data to construct a tunnel internal contour width distribution function that reflects the change in tunnel net width with height. ; Based on the principles of calculus and fluid boundary layer theory, a fluid boundary layer correction coefficient is introduced. Calculate the blocking ratio coefficient : ,in, This refers to the maximum draft of the vessel. To represent the integral variable of the ship's draft direction; This is the fluid boundary layer correction factor; This refers to the real-time water depth inside the tunnel. This is the integral variable in the height direction of the tunnel cross-section.

3. The tunnel vessel navigation traffic control method according to claim 1, characterized in that, The method for determining the maximum safe wave run-up value includes: Pre-stored absolute flood protection elevation values ​​for critical infrastructure on tunnel sidewalls The critical infrastructure includes the lowest elevation of tunnel lighting circuits, monitoring terminals, fire protection facilities, and maintenance access routes; Real-time reading of the current navigable still water level elevation inside the tunnel ; Calculate the maximum permissible safe wave run-up value at the current moment: ,in: This is the safety redundancy factor.

4. The tunnel vessel navigation traffic control method according to claim 1, characterized in that, Methods for implementing graded speed control include: The length at the tunnel entrance is The area is defined as the water pressure establishment transition zone, the middle area of ​​the tunnel is defined as the stable propagation zone of ship waves, and the length before the tunnel exit is defined as... The region is defined as an energy dissipation buffer zone; During the water pressure transition zone, a surge suppression acceleration strategy is implemented to control the navigation speed and smoothly accelerate to the critical safe speed. In the stable propagation zone of ship waves, a threshold-locked cruise strategy is implemented to maintain a constant sailing speed; A distance-coupled deceleration strategy is implemented in the energy dissipation buffer zone to control the nonlinear decay of the sailing speed as the remaining distance decreases.

5. The tunnel vessel navigation traffic control method according to claim 4, characterized in that, Methods for implementing graded speed control include: During the water pressure transition zone, the inlet navigation speed... Perform linear acceleration until the critical safe speed is reached: ,in, The initial momentum coefficient for entering the cave; This is the distance to the destination; Within the stable propagation zone of ship waves, lock the sailing speed. ; The critical safe speed; Within the energy dissipation buffer zone, the exit speed Perform nonlinear deceleration until leaving the energy dissipation buffer zone. ,in, This represents the remaining distance between the ship's current position and the tunnel exit section. The preset tunnel exit speed.

6. The tunnel vessel navigation traffic control method according to claim 4, characterized in that, Within the stable propagation region of ship waves, a real-time feedback correction step is also included, specifically: The actual wave rise value of a ship passing through the stable propagation zone of its traveling waves is collected in real time at a preset frequency. ; The measured wave rise value With maximum safe wave run-up value Compare and calculate the safety margin consumption ratio. ; when When the speed exceeds the safety warning threshold, a deceleration compensation factor is generated by the PID correction controller. And correct the sailing speed until It has fallen back below the safety warning threshold; The original speed was the speed before the correction.

7. The tunnel vessel navigation traffic control method according to claim 1, characterized in that, It also includes the steps for determining the minimum access interval for accompanying the vessel, specifically including: Get the real-time speed of the ship ahead. Blocking ratio coefficient of the preceding ship and real-time water depth of the tunnel ; Set the expected wave energy attenuation ratio and wave attenuation coefficient ; Calculate the minimum entry time interval for the subsequent ship to enter the tunnel. : ,in, This is the acceleration due to gravity.

8. A tunnel vessel navigation traffic control terminal, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the tunnel vessel navigation traffic control method as described in any one of claims 1-7.

9. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the tunnel vessel navigation traffic control method as described in any one of claims 1-7.

10. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instruction is executed by the processor, it implements the tunnel vessel navigation traffic control method as described in any one of claims 1-7.

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