Port complex water area ship traffic organization optimization method considering detour

Abstract

The application discloses a kind of port complex water area ship traffic organization optimization methods considering navigation, including, collecting port channel, intersection area, arrival sequence, berth allocation, one-way rule and tide window data, with the goal of minimizing the weighted waiting and navigation delay sum of in and out port ship, construct mixed integer linear programming model;Constraints include start time and navigation selection, intersection area, channel traffic, one-way rule and tide conditions;Call Gurobi solver optimization, generate optimal ship traffic organization scheme and execute;The application can relieve the waiting of opposite ships caused by one-way regulation at the same time, improve the overall efficiency of the channel, avoid global delay caused by single channel control;Under the premise of safety, the optimization of channel resource utilization rate and navigation order stability is realized, and a more flexible and efficient solution for ship traffic organization during peak hours is provided.

Description

Technical Field

[0001] This invention relates to the field of vessel traffic organization optimization technology in port waters, and more particularly to a method for optimizing vessel traffic organization in complex port waters that takes into account detours. Background Technology

[0002] The scheduling of vessel navigation plans is a routine, systematic process based on specific time periods. The Maritime Safety Administration (MSA) is the competent authority, with VTS (Vessel Traffic Service Centers) in each port area responsible for its implementation. VTS collects and processes vessel traffic information, conducts traffic organization and management, and provides navigation safety information, navigational aids, and traffic organization services, aiming to improve the safety and efficiency of vessel traffic. Vessels must submit their port entry and exit plans in advance, and the maritime traffic management department then uniformly schedules the traffic organization plan accordingly. By integrating the entire chain of vessel entry and exit information, the system identifies and resolves potential time conflicts and safety hazards. The integrated vessel traffic organization schedule is then uniformly published on the platform, and vessels execute the plan accordingly, reporting their progress to the VTS to ensure smooth port entry and exit operations. Detailed navigation plans help to accurately control key time points for vessel entry into port and their dynamic relationships with vessels ahead and behind, ensuring that vessels enter port in an orderly and timely manner, while clearly defining safe navigation intervals. This mechanism effectively avoids excessive concentration of large vessels during peak hours, significantly optimizes navigation order, and improves the overall orderliness and safety of waterway traffic.

[0003] The expansion of port scale and resource integration have exacerbated the complexity of waterway navigation, resulting in a comprehensive waterway pattern deeply intertwined with diverse navigation units (such as channels and confluence areas), vessel traffic flow, and the port environment. In recent years, the waterway environment of my country's large ports has become increasingly complex, and the dense flow of vessel traffic within diverse navigation units has gradually posed challenges to traffic organization. Key navigation facilities, represented by channels, are showing signs of periodic saturation. Unreasonable competition for navigation resources can lead to waste of various resources such as fuel, berths, and route turnaround time. In the navigation management of complex waterways, channel control, as an important means of ensuring navigation safety, often faces efficiency challenges during peak periods due to its one-way control mode. Because of the diverse types of vessels entering and leaving the port, one-way control can lead to long waiting times for vessels traveling in opposite directions, not only extending the overall vessel turnaround cycle but also leaving channel resources idle or underutilized during specific periods. Especially under conditions of dense traffic flow, the chain reaction of delays caused by one-way control may further exacerbate the mismatch between navigation units.

[0004] Currently, the scheduling of vessel arrivals and departures relies primarily on manual coordination, with VTS (Vessel Traffic Service) personnel relying on experience to prioritize and allocate time slots based on vessel declarations, tidal windows, and available navigation resources. However, with continuously increasing traffic density, manual scheduling is showing its limitations in handling multi-variable and dynamically changing situations: limited information processing capacity makes it difficult to achieve optimal allocation of global resources in a short period; coarse-grained planning leads to waterways being idle during some periods but congested during peak hours; and difficulty in achieving precise coordination between diverse navigation units often results in resources waiting for vessels or vessels waiting for resources, limiting overall navigation efficiency. Therefore, the existing manual scheduling model is struggling to balance safety and efficiency when dealing with traffic demands during peak hours in complex waterways. Summary of the Invention

[0005] This invention provides a method for optimizing vessel traffic organization in complex port waters, taking into account detours, to overcome the aforementioned technical problems.

[0006] A method for optimizing vessel traffic organization in complex port waters that considers detours includes: S1: Collect navigation time data, passage time data of intersection areas, vessel arrival time series, berth allocation plan, one-way navigation rules of waterways and tide time window data of each channel segment in the complex water network of the target port; S2: With the objective of minimizing the total weighted delay of inbound and outbound vessel tasks in the complex waters of the port, a mixed-integer linear programming model and constraints are constructed based on the data collected in S1. The weighted delay includes the weighted waiting delay of vessel tasks and the weighted navigation delay generated after the vessel tasks detour. The constraints include start time and detour route selection constraints, intersection area constraints, channel navigation constraints, one-way navigation constraints, and tide constraints. S3: Use the Gurobi solver to solve the mixed-integer linear programming model under constraints, output the optimal ship traffic organization planning scheme, and execute the ship traffic organization according to the ship traffic organization planning scheme.

[0007] Furthermore, with the objective of minimizing the weighted sum of delays for vessels entering and leaving the port in its complex waters, a mixed-integer linear programming model is constructed based on the data collected in S1, including: The mixed-integer linear programming model is shown in formula (1). (1) in, Indicates the weighted waiting delay for the vessel's mission. This indicates the weighted navigation delay caused by the vessel's detour during its mission. This indicates minimizing total ship delay. This represents the set of ship tasks within the scheduling period. Indicates the first The weighting coefficient of each ship's mission. Indicates the first The moment the ship's mission begins. Indicates the expected start time of the ship's mission. Represents the set of ship mission paths. As decision variables, Indicates the navigation path selected by the vessel for its mission. ,otherwise ; Indicates the ship's mission selection path The following is the sailing time.

[0008] Furthermore, the constraints on start time and detour route selection specifically include: The start time and detour route selection constraints are shown in formulas (2)-(6). (2) (3) (4) (5) (6) Equation (2) indicates that the start time of a ship's mission should not be less than the upper limit time of the ship's mission, that is, the time when the ship arrives at the port area. Equation (3) defines the relationship between the continuous decision variable of the ship's start time and the 0-1 decision variable. Equation (4) indicates that a ship's mission can only choose one path to complete the port entry or exit mission, and the choice of path is related to whether to detour. Equation (5) indicates that the start time of a ship's mission is unique. Equation (6) defines the relationship between the path selection of a ship's mission and the continuous decision variable of the ship's start time. in, Indicates the cycle of ship traffic organization and scheduling. As decision variables, Indicates the navigation path selected by the vessel for its mission. exist Start immediately, otherwise .

[0009] Furthermore, the intersection region constraint specifically includes: The intersection region constraints are shown in formulas (7)-(11). (7) (8) (9) (10) (11) Equation (7) indicates the relationship between the route selection of a ship mission and the time when the ship arrives at the rendezvous area. Equations (8) and (9) are valid inequalities, which reduce the spatial range of decision variables when the ship mission arrives at the rendezvous area. Equation (10) indicates the relationship between the time when the ship mission arrives at the rendezvous area and the time when the ship mission begins. Equation (11) indicates that at most one ship can pass through the same rendezvous area at the same time. in, As decision variables, Indicates the navigation path selected by the vessel for its mission. exist Arrive at the intersection area at the right time ,otherwise ; This represents the set of intersection areas traversed by the ship's mission path. Indicates from Delete The elements in This represents a set of confluence areas within a complex body of water. Indicates the ship's mission in route selection Arrive at the intersection area The sailing time.

[0010] Furthermore, the navigation constraints specifically include: The navigation constraints of the waterway are shown in formulas (12)-(15). (12) (13) (14) (15) Equation (12) represents the relationship between the route selection of a ship mission and the time of arrival of the ship at the waterway. Equations (13) and (14) are effective inequalities, which reduce the spatial range of the decision variables of the time of arrival of the ship mission at the waterway. Equation (15) represents the relationship between the time of arrival of the ship mission at the intersection area and the time of arrival of the ship mission at the waterway. in, As decision variables, Indicates the navigation path selected by the vessel for its mission. exist Arrive at the channel at the right time ,otherwise ; This represents the set of waterways traversed by a ship's mission path. Indicates that the ship's mission is in the rendezvous area. The sailing time; Represents a collection of waterways within a complex body of water; Indicates a waterway that connects to the intersecting area.

[0011] Furthermore, the one-way traffic constraint specifically includes: The one-way traffic constraints are shown in formulas (16)-(23). (16) (17) (18) (19) (20) (twenty one) (twenty two) (twenty three) Equation (16) represents the relationship between the navigation variable of a ship's mission and the variable of the time when the ship arrives at the channel. Equation (17) represents the relationship between the continuous decision variable of the time when the ship arrives at the channel and the 0-1 decision variable. Equation (18) represents that within the channel, there can only be one order in which opposing ships with one-way navigation needs enter the channel. Equations (19) to (21) represent the relationship between the navigation variable of a ship's mission and the variable of the order in which opposing ships enter the channel. Equations (22) to (23) represent the time limit for opposing ships with one-way navigation needs to enter the channel, that is, during one-way navigation, there can only be ships navigating in one direction within the channel. in, As decision variables, Indicates the ship's mission to select a waterway. Sailing, otherwise ; Indicates the first The ship's mission reached the waterway. Continuous decision variables at any given time; As decision variables, Indicates a one-way channel Inward-facing ship mission The order of events, i.e. The ship is Enter the channel ahead of the ship, otherwise... ; This represents the set of tasks for one-way traffic restricted channels; This represents a set of waterways with one-way traffic rules. Indicates the ship's mission in the waterway sailing time, Indicates the first The ship's mission reached the waterway. Continuous decision variables at any given time.

[0012] Furthermore, the tidal constraint specifically includes: The tidal constraint is shown in formulas (24)-(25). (twenty four) (25) Equation (24) indicates that a vessel can only choose one tide window for navigation, and Equation (25) indicates that a vessel must navigate within the channel time window. in, As decision variables, Indicates the ship's mission during the high tide window. Navigation should proceed, otherwise ; This refers to a set of vessels that require services during high tide. This indicates the ship's mission in the waterway during the scheduling period. The time window for riding the tide; It is an infinite number; This represents the set of time windows for ships to ride the tide in the waterway.

[0013] Beneficial effects: This invention provides a method for optimizing vessel traffic organization in complex port waters that takes into account navigation detours, and has the following advantages: 1. This method incorporates detour factors into traffic organization considerations in complex waterways, proposing a detour approach to alleviate dense vessel traffic flow. It constructs a set of feasible navigational routes for vessels entering and leaving the port, and incorporates detours as a decision-making factor into the traffic organization optimization model. By rationally utilizing other navigational routes and planning detours for vessels, it effectively ensures the balanced utilization of navigation resources and the continuity of navigation. This method alleviates excessive waiting times for oncoming vessels caused by one-way control while improving the overall throughput efficiency of the waterway and avoiding global delays caused by single-channel control. 2. A comprehensive optimization model for vessel traffic organization in complex waterways was constructed, taking into account constraints such as vessel detours, flow control in confluence areas, differentiated navigation rules, and tide demand. The model uses the weighted total delay of vessel arrival and departure tasks as the objective function. By comprehensively considering the limiting factors in complex waterways for global traffic organization planning, the optimal vessel traffic organization scheme was obtained. This not only reduced the instantaneous navigation pressure on key sections but also effectively improved the collaborative operation level of diverse navigation units in complex waterways. Ultimately, under the premise of ensuring safety, the model optimized the utilization rate of waterway resources and the stability of navigation order, providing a more flexible and efficient solution for vessel traffic organization during peak hours. Attached Figure Description

[0014] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0015] Figure 1 A flowchart of the method for optimizing vessel traffic organization in complex port waters considering detours, provided by the present invention; Figure 2 This is a comparison diagram of ship traffic organization optimization in embodiments of the present invention; Figure 3 This is a schematic diagram of the traffic organization and arrangement plan for vessels 1-9 in this embodiment of the invention; Figure 4 This is a schematic diagram of the traffic organization and arrangement plan for vessels 10-19 in this embodiment of the invention; Figure 5 This is a schematic diagram of the traffic organization and arrangement plan for vessels 20-29 in this embodiment of the invention; Figure 6 This is a schematic diagram of the traffic organization and arrangement plan for vessels 30-40 in an embodiment of the present invention. Detailed Implementation

[0016] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0017] This embodiment provides a method for optimizing vessel traffic organization in complex port waterways that takes into account navigation detours, such as... Figure 1 As shown, it includes: S1: Collect navigation time data, passage time data of intersection areas, vessel arrival time series, berth allocation plan, one-way navigation rules of waterways and tide time window data of each channel segment in the complex water network of the target port; Specifically, data on navigation time, passage time in intersection areas, vessel arrival time sequence, berth allocation plan, one-way navigation rules, and tide time window are collected for each channel segment in the complex water network of the target port. The scheduling cycle is set to 6 hours, and the planning period is discretized with a time step of 5 minutes. The navigation process of a ship in a channel or confluence area is represented by a set of nodes, which are regarded as the navigation path of a ship consisting of a combination of channel segments and confluence areas; S2: With the objective of minimizing the total weighted delay of inbound and outbound vessel tasks in the complex waters of the port, a mixed-integer linear programming model and constraints are constructed based on the data collected in S1. The weighted delay includes the weighted waiting delay of vessel tasks and the weighted navigation delay generated after the vessel tasks detour. The constraints include start time and detour route selection constraints, intersection area constraints, channel navigation constraints, one-way navigation constraints, and tide constraints. Considering the needs and characteristics of traffic diversion around complex waters in ports, conflict control in water confluence areas, differentiated navigation of different channels, and tidal navigation, a mixed integer linear programming model is constructed as shown in formula (26). (26) in, Indicates the weighted waiting delay for the vessel's mission. This indicates the weighted navigation delay caused by the vessel's detour during its mission. This indicates minimizing total ship delay. This represents the set of ship tasks within the scheduling period. Indicates the first The weighting coefficient of each ship's mission. Indicates the first The moment the ship's mission begins. Indicates the expected start time of the ship's mission. Represents the set of ship mission paths. As decision variables, Indicates the navigation path selected by the vessel for its mission. ,otherwise ; Indicates the ship's mission selection path The following sailing time; The constraints of the model are as follows: The start time and detour route selection constraints are shown in formulas (27)-(31). (27) (28) (29) (30) (31) Equation (27) indicates that the start time of a ship's mission should not be less than the upper limit time of the ship's mission, i.e. the time when the ship arrives at the port area. Equation (28) defines the relationship between the continuous decision variable of the ship's start time and the 0-1 decision variable. Equation (29) indicates that a ship's mission can only choose one path to complete the port entry or exit mission, and the choice of path is related to whether to detour. Equation (30) indicates that the start time of a ship's mission is unique. Equation (31) defines the relationship between the path selection of a ship's mission and the continuous decision variable of the ship's start time. in, Indicates the cycle of ship traffic organization and scheduling. As decision variables, Indicates the navigation path selected by the vessel for its mission. exist Start immediately, otherwise ; The intersection region constraints are shown in formulas (32)-(36). (32) (33) (34) (35) (36) Equation (32) indicates the relationship between the route selection of a ship mission and the time when the ship arrives at the rendezvous area. Equations (33) and (34) are valid inequalities, which reduce the spatial range of decision variables when the ship mission arrives at the rendezvous area. Equation (35) indicates the relationship between the variable when the ship mission arrives at the rendezvous area and the time when the ship mission starts. Equation (36) indicates that at most one ship can pass through the same rendezvous area at the same time. in, As decision variables, Indicates the navigation path selected by the vessel for its mission. exist Arrive at the intersection area at the right time ,otherwise ; This represents the set of intersection areas traversed by the ship's mission path. Indicates from Delete The elements in This represents a set of confluence areas within a complex body of water. Indicates the ship's mission in route selection Arrive at the intersection area The sailing time; The navigation constraints of the waterway are shown in formulas (37)-(40). (37) (38) (39) (40) Equation (37) represents the relationship between the route selection of a ship mission and the time of arrival of the ship at the waterway. Equations (38) and (39) are effective inequalities, which reduce the spatial range of the decision variables of the time of arrival of the ship mission at the waterway. Equation (40) represents the relationship between the time of arrival of the ship mission at the intersection area and the time of arrival of the ship mission at the waterway. in, As decision variables, Indicates the navigation path selected by the vessel for its mission. exist Arrive at the channel at the right time ,otherwise ; This represents the set of waterways traversed by a ship's mission path. Indicates that the ship's mission is in the rendezvous area. The sailing time; Represents a collection of waterways within a complex body of water; Indicates a waterway that connects to the junction area; The one-way traffic constraints are shown in formulas (41)-(48). (41) (42) (43) (44) (45) (46) (47) (48) Equation (41) represents the relationship between the navigation variable of a ship's mission and the variable of the time when the ship arrives at the channel. Equation (42) represents the relationship between the continuous decision variable of the time when the ship arrives at the channel and the 0-1 decision variable. Equation (43) represents that within the channel, there can only be one order in which opposing ships with one-way navigation needs enter the channel. Equations (44) to (46) represent the relationship between the navigation variable of a ship's mission and the variable of the order in which opposing ships enter the channel. Equations (47) to (48) represent the time limit for opposing ships with one-way navigation needs to enter the channel, that is, during one-way navigation, there can only be ships navigating in one direction within the channel. in, As decision variables, Indicates the ship's mission to select a waterway. Sailing, otherwise ; Indicates the first The ship's mission reached the waterway. Continuous decision variables at any given time; As decision variables, Indicates a one-way channel Inward-facing ship mission The order of events, i.e. The ship is Enter the channel ahead of the ship, otherwise... ; This represents the set of tasks for one-way traffic restricted channels; This represents a set of waterways with one-way traffic rules. Indicates the ship's mission in the waterway sailing time, Indicates the first The ship's mission reached the waterway. Continuous decision variables at any given time; The tidal constraint is shown in formulas (49)-(50). (49) (50) Equation (49) indicates that a vessel can only choose one tide window for navigation, and Equation (50) indicates that a vessel must navigate within the channel time window. in, As decision variables, Indicates the ship's mission during the high tide window. Navigation should proceed, otherwise ; This refers to a set of vessels that require services during high tide. This indicates the ship's mission in the waterway during the scheduling period. The time window for riding the tide; It is an infinite number; This represents the set of time windows for ships to ride the tide in the waterway; The decision variables are defined as shown in formulas (51)-(54). (51) (52) (53) (54) S3: Use the Gurobi solver to solve the mixed-integer linear programming model under constraints, output the optimal ship traffic organization planning scheme, and execute ship traffic organization according to the ship traffic organization planning scheme; The Gurobi solver is a high-efficiency mathematical optimization tool that supports various optimization problems such as linear programming (LP), integer programming (IP), mixed integer programming (MIP), and nonlinear programming (NLP). In this scheme, the mixed integer linear programming model and constraints are input into the solver, and the Gurobi solver autonomously selects a solution algorithm to solve the model, thereby obtaining the optimal ship traffic organization planning scheme.

[0018] Example: Taking Meizhou Bay port waters as an example, this paper analyzes the application case and calculates the navigation time for vessels in the confluence area based on the safe speed of vessels in the port. The navigation time step for each channel segment is [8, 5, 4, 4, 2, 2, 4, 4, 6, 3, 2, 3, 2, 4, 4, 4, 4, 2, 2]. Channel segments with one-way navigation needs are W10, W3, W9, and W2. Among them, W10 and W3 can meet the one-way navigation needs of 300,000-ton vessels with high tide, while W9 and W2 can meet the one-way navigation needs of 100,000-ton vessels with high tide. The high tide time window is determined based on the actual tidal information of the port area. For vessels larger than 200,000 tons, the vessel task weight is set to 5, and the safety interval between adjacent vessels is set to 1 time step. Arriving vessels are generated based on their arrival distribution, and five vessel traffic organization scenarios are constructed, with 40-45 vessels per scenario. The Gurobi algorithm is used to solve the vessel traffic organization optimization model, and the results are compared with the First-Come, First-Served (FCFS) method. The optimized weighted delay of vessel organization is shown below. Figure 2 As shown in Table 1, the proposed detour method can reduce ship delays by an average of about 40%.

[0019] Table 1 Comparison Results of Ship Traffic Organization Optimization

[0020] Taking example 1 as a case study, the ship scheduling plan diagram is as follows: Figure 3-6 As shown, when ships 11, 12, 13, and 28 navigate towards the main navigation routes (channels 3 and 10), there is a one-way navigation process for oncoming ships. They chose detour routes to avoid one-way control caused by the passage of large ships. Since the number of large ships arriving in the short term in the case study is not very large, the overall navigation in the waters is still mainly through the main channels (channels 3 and 10). However, the analysis of this case study also verifies that implementing detour strategies for ship route planning can effectively reduce ship waiting delays and make reasonable use of channel resources, effectively easing traffic in a more densely trafficked environment.

[0021] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for optimizing vessel traffic organization in complex port waters considering detours, characterized in that, include: S1: Collect navigation time data, passage time data of intersection areas, vessel arrival time series, berth allocation plan, one-way navigation rules of waterways and tide time window data of each channel segment in the complex water network of the target port; S2: With the objective of minimizing the total weighted delay of inbound and outbound vessel tasks in the complex waters of the port, a mixed-integer linear programming model and constraints are constructed based on the data collected in S1. The weighted delay includes the weighted waiting delay of vessel tasks and the weighted navigation delay generated after the vessel tasks detour. The constraints include start time and detour route selection constraints, intersection area constraints, channel navigation constraints, one-way navigation constraints, and tide constraints. S3: Use the Gurobi solver to solve the mixed-integer linear programming model under constraints, output the optimal ship traffic organization planning scheme, and execute the ship traffic organization according to the ship traffic organization planning scheme.

2. The method for optimizing vessel traffic organization in complex port waters considering detours, as described in claim 1, is characterized in that, With the objective of minimizing the weighted sum of delays for vessels entering and leaving the port in its complex waters, a mixed-integer linear programming model is constructed based on the data collected in S1, including: The mixed-integer linear programming model is shown in formula (1). （1） in, Indicates the weighted waiting delay for the vessel's mission. This indicates the weighted navigation delay caused by the vessel's detour during its mission. This indicates minimizing total ship delay. This represents the set of ship tasks within the scheduling period. Indicates the first The weighting coefficient of each ship's mission. Indicates the first The moment the ship's mission begins. Indicates the expected start time of the ship's mission. Represents the set of ship mission paths. As decision variables, Indicates the navigation path selected by the vessel for its mission. ,otherwise ; Indicates the ship's mission selection path The following is the sailing time.

3. The method for optimizing vessel traffic organization in complex port waters considering detours, as described in claim 2, is characterized in that... The constraints on start time and detour route selection specifically include: The start time and detour route selection constraints are shown in formulas (2)-(6). （2） （3） （4） （5） （6） Equation (2) indicates that the start time of a ship's mission should not be less than the upper limit time of the ship's mission, that is, the time when the ship arrives at the port area. Equation (3) defines the relationship between the continuous decision variable of the ship's start time and the 0-1 decision variable. Equation (4) indicates that a ship's mission can only choose one path to complete the port entry or exit mission, and the choice of path is related to whether to detour. Equation (5) indicates that the start time of a ship's mission is unique. Equation (6) defines the relationship between the path selection of a ship's mission and the continuous decision variable of the ship's start time. in, Indicates the cycle of ship traffic organization and scheduling. As decision variables, Indicates the navigation path selected by the vessel for its mission. exist Start immediately, otherwise .

4. The method for optimizing vessel traffic organization in complex port waters considering detours, as described in claim 3, is characterized in that... The intersection area constraints specifically include: The intersection region constraints are shown in formulas (7)-(11). （7） （8） （9） （10） （11） Equation (7) indicates the relationship between the route selection of a ship mission and the time when the ship arrives at the rendezvous area. Equations (8) and (9) are valid inequalities, which reduce the spatial range of decision variables when the ship mission arrives at the rendezvous area. Equation (10) indicates the relationship between the time when the ship mission arrives at the rendezvous area and the time when the ship mission begins. Equation (11) indicates that at most one ship can pass through the same rendezvous area at the same time. in, As decision variables, Indicates the navigation path selected by the vessel for its mission. exist Arrive at the intersection area at the right time ,otherwise ; This represents the set of intersection areas traversed by the ship's mission path. Indicates from Delete The elements in This represents a set of confluence areas within a complex body of water. Indicates the ship's mission in route selection Arrive at the intersection area The sailing time.

5. The method for optimizing vessel traffic organization in complex port waters considering detours, as described in claim 4, is characterized in that... The navigation constraints specifically include: The navigation constraints of the waterway are shown in formulas (12)-(15). （12） （13） （14） （15） Equation (12) represents the relationship between the route selection of a ship mission and the time of arrival of the ship at the waterway. Equations (13) and (14) are effective inequalities, which reduce the spatial range of the decision variables of the time of arrival of the ship mission at the waterway. Equation (15) represents the relationship between the time of arrival of the ship mission at the intersection area and the time of arrival of the ship mission at the waterway. in, As decision variables, Indicates the navigation path selected by the vessel for its mission. exist Arrive at the channel at the right time ,otherwise ; This represents the set of waterways traversed by a ship's mission path. Indicates that the ship's mission is in the rendezvous area. The sailing time; Represents a collection of waterways within a complex body of water; Indicates a waterway that connects to the intersecting area.

6. The method for optimizing vessel traffic organization in complex port waters considering detours, as described in claim 5, is characterized in that, The one-way traffic constraint specifically includes: The one-way traffic constraints are shown in formulas (16)-(23). （16） （17） （18） （19） （20） （21） （22） （23） Equation (16) represents the relationship between the navigation variable of a ship's mission and the variable of the time when the ship arrives at the channel. Equation (17) represents the relationship between the continuous decision variable of the time when the ship arrives at the channel and the 0-1 decision variable. Equation (18) represents that within the channel, there can only be one order in which opposing ships with one-way navigation needs enter the channel. Equations (19) to (21) represent the relationship between the navigation variable of a ship's mission and the variable of the order in which opposing ships enter the channel. Equations (22) to (23) represent the time limit for opposing ships with one-way navigation needs to enter the channel, that is, during one-way navigation, there can only be ships navigating in one direction within the channel. in, As decision variables, Indicates the ship's mission to select a waterway. Sailing, otherwise ; Indicates the first The ship's mission reached the waterway. Continuous decision variables at any given time; As decision variables, Indicates a one-way channel Inward-facing ship mission The order of events, i.e. The ship is Enter the channel ahead of the ship, otherwise... ; This represents the set of tasks for one-way traffic restricted channels; This represents a set of waterways with one-way traffic rules. Indicates the ship's mission in the waterway sailing time, Indicates the first The ship's mission reached the waterway. Continuous decision variables at any given time.

7. The method for optimizing vessel traffic organization in complex port waters considering detours, as described in claim 6, is characterized in that, The tidal constraints specifically include: The tidal constraint is shown in formulas (24)-(25). （24） （25） Equation (24) indicates that a vessel can only choose one tide window for navigation, and Equation (25) indicates that a vessel must navigate within the channel time window. in, As decision variables, Indicates the ship's mission during the high tide window. Navigation should proceed, otherwise ; This refers to a set of vessels that require services during high tide. This indicates the ship's mission in the waterway during the scheduling period. The time window for riding the tide; It is an infinite number; This represents the set of time windows for ships to ride the tide in the waterway.

Images