Anchorage berth optimization method and system based on function and gate dimension partitioning

Abstract

The application provides an anchorage berth optimization method and system based on function and gate times two-dimensional partitioning, relates to the technical field of intelligent water transportation scheduling, and is suitable for large water conservancy hub dam area ship waiting for gate and navigation control. The method firstly constructs a virtual gate chamber four-dimensional linkage partitioning system, establishes a four-region unique mapping relationship and a berth priority ordering rule; introduces a real-time factor, constructs a self-adaptive variable period recursive model, dynamically calculates a scheduling node and a scheduling instruction; realizes integrated dynamic pre-arrangement based on gate time sequence and spatial layout; for abnormal working conditions such as restricted navigation, two-way reversing and ship backlog, hierarchical emergency scheduling and remote anchorage collaborative control are adopted; a closed-loop self-optimization mechanism is established to realize one-time berthing of ships, no moving berth, whole gate security check and synchronous unberthing. The application improves the utilization rate of anchorage and the gate-anchorage-inspection-navigation collaborative efficiency, reduces the frequency of ship moving berth, enhances the adaptability of complex scenes, and improves the scheduling accuracy.

Description

Technical Field

[0001] This invention relates to the field of water transport technology, and in particular to an anchorage berthing optimization method and system based on a dual-dimensional partitioning of function and lock number. Background Technology

[0002] Anchorages in inland waterway hub dam areas are core navigation facilities that connect the operation of locks and ship lifts, ensuring vessels can wait for locks, berth, and undergo safety inspections. They are widely used in large-scale water conservancy projects such as the Three Gorges Dam and Gezhouba Dam. With the continuous growth in shipping demand on the Yangtze River main line, vessels waiting for locks are becoming more complex in terms of vessel type, larger in volume, and more frequently dispatched. Traditional anchorage guidance and dispatching models are no longer suitable for the needs of modern navigation operations.

[0003] Existing technologies have the following shortcomings: 1. Anchorages are often simply divided into functional areas based on vessel type, without linkage with lock passage times, security check procedures, and pilotway waiting units. They generally rely on an experience-based "first-come, first-served" approach to berthing. While some existing technologies attempt zoned management, they only achieve two-dimensional functional division. Furthermore, existing anchorage pre-scheduling is mostly generated at fixed times daily, failing to automatically rearrange based on dynamic scenarios such as early or late arrivals, route intersections, and dispersed vessels in the same lock passage. 2. Existing scheduling methods mostly use fixed-period plan releases and static recursive calculations of the number of anchored vessels, without real-time coupling with dynamic factors such as water level and flow rate, security check pass rates, weather restrictions, and pilotway occupancy status. Scheduling models do not consider the impact of security check delays and pilotway congestion on anchored lock passage times, leading to a disconnect between scheduling instructions and actual conditions, and chaotic vessel anchoring, waiting, and departure sequences. Third, in the face of abnormal operating conditions such as navigation restrictions, two-way reversals, and vessel backlogs, existing methods simply activate emergency anchorages or suspend inbound vessels, without establishing an integrated emergency mechanism that includes tiered response, remote anchorage coordination, and dynamic capacity calculation. Emergency berth capacity is often estimated using fixed coefficients without considering vessel size and hydrological conditions, leading to insufficient or wasted anchorage capacity in emergency situations, making it difficult to ensure the continuous and stable operation of the hub. Furthermore, existing anchorage guidance and scheduling are mostly unidirectional, lacking closed-loop feedback in the scheduling process, making continuous optimization of operational efficiency difficult. Summary of the Invention

[0004] The main objective of this invention is to provide an anchorage berthing optimization method and system based on functional and gate number dual-dimensional partitioning, which solves the problems of weak partition coordination, poor time-series adaptation, static pre-arrangement, insufficient emergency response capability, and lack of closed-loop optimization.

[0005] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is: an anchorage berthing optimization method based on dual-dimensional partitioning of function and gate number, comprising the following steps: S1: Based on the anchorage operation rules, anchorage facility layout, shoreline conditions, types of berthed vessels, security inspection status, and pilotway connection relationships, construct a four-dimensional linkage zoning system of virtual lock chambers with functions, lock number, security inspection, and pilotway, and establish a unique mapping relationship between the four zones; S2: Introduce water level and flow rate, security check pass rate and real-time meteorological early warning factors to construct an adaptive variable period recursive model to dynamically calculate scheduling nodes and scheduling instructions; S3: Based on the lock sequence, anchorage spatial layout and virtual lock chamber location of the pilot channel, perform integrated dynamic pre-arrangement of anchorage-pilot channel, complete conflict resolution and rearrangement in real time, and generate dynamic pre-arrangement table; S4: For scenarios involving navigation restrictions, two-way reversals, and abnormal vessel backlogs, implement tiered emergency dispatching and remote anchorage collaborative management, and recalculate dispatching parameters; S5: Based on indicators such as shifting frequency, waiting time, lock passage punctuality rate, and security inspection efficiency, a closed-loop self-optimization mechanism is established. According to the dynamic pre-scheduling table and dispatch instructions, ships are organized to anchor, berth, and wait for lock according to the optimized plan, so as to realize the whole lock security inspection and synchronous departure.

[0006] In the preferred embodiment, the four-dimensional linkage zoning system specifically includes: Functional Zoning: Based on the anchorage operation patterns, anchorage facilities, shoreline characteristics, and types of vessels berthed, the area is divided into five special zones: lock waiting area (general cargo), ship lift waiting area (general cargo), dangerous goods waiting area, containerized vehicle waiting area, and emergency zone. Locking zone division: Within each functional zone, the overall priority score of each berth is first calculated based on the berthing conditions, water depth, mooring facilities, distance from the exit, and shore power availability. They are then sorted in descending order of comprehensive priority score; then, the number of berths is preset sequentially to divide each gate zone into three priority zones: high, medium, and low. The number of gate zones that can be divided into functional zones is: ; in, To round down, b represents the total number of berths in this functional zone, and b represents the number of berths in a single gate sub-zone. Security check zones: divided into a waiting area, a qualified security check area, and a non-qualified security check isolation area; Virtual lock chamber zoning of the navigation channel: Setting up virtual units near the dam waiting to be locked that correspond one-to-one with the lock sequence; The unique mapping relationship expression is: ; in, For functional partitioning, The gate sequence number. Security check status. This is a virtual lock chamber for the navigation channel; The gate zone index function is determined jointly by the gate sequence plan priority and the berth priority, and satisfies injectivity; Priority is assigned to the gate zone. If and only if all vessels scheduled for that lockout are in good condition; If and only if the virtual lock chamber of the navigation channel With gate plan There were no conflicts and the verification passed within the time window.

[0007] In the preferred embodiment, the comprehensive priority score formula is: ; in, These are weighting coefficients; Score is given for the berth water depth; The score is based on the distance from the berth to the exit gate; Scoring is given for the completeness of facilities such as berth mooring lines, berthing piers, and shore power. Scoring is given for the ease of berthing and unberthing at the berth.

[0008] In the preferred embodiment, the adaptive variable-period recursive model includes: by The hour is the basic cycle for a single gate operation, and the scheduling cycle is calculated using the following formula: ; in, The water level / flow rate coefficient, This is the security check pass rate coefficient. For weather / navigation closure warning coefficients; The real-time recursive formula for anchor gate cycles has been upgraded to: ; in, , The number of times the anchor gate is checked in real time at the nth time node. This is the inventory of anchor gates retained from the previous scheduling node. For the number of times the gate is adjusted, This refers to the number of times the entire ship departs from the berth gate after completing security checks and convoy formation at node n. This refers to the number of times a ship is delayed and unable to depart due to security check failures or delays. The number of times the lock is used for navigation channel access; The formula for calculating the number of empty circuit zones is: ; in This represents the total number of available gate zones. The number of lock zones reserved for the connection of the pilot channel; when Ships are deployed according to the number of available spaces, when The transfer is temporarily suspended.

[0009] In the preferred embodiment, the integrated dynamic pre-scheduling rule is as follows: Under normal circumstances, they are arranged sequentially from upstream to downstream along the south bank and aligned with the axis of the virtual lock chamber of the navigation channel, establishing a mapping relationship between lock schedule, anchorage, lock area, and virtual lock chamber of the navigation channel; When the dam crossing operation plan is released at the preset time point, an initial pre-arrangement table is generated, and then the entire table is refreshed according to the preset time interval. The refresh content includes: arrival time interval, anchorage name, anchorage, lock zone and virtual lock chamber number of the approach channel. Automatic resolution is performed when the following conflicts occur: When routes intersect, the spatial sequence of the lock areas is adjusted to forcibly stagger the entry / departure paths; When a vessel arrives early or late, it will automatically insert itself into an available lock zone and remain clustered with other vessels in the same lock. When vessels in the same lock session are dispersed, they are automatically gathered and rearranged into the continuous lock session area, so as to achieve centralized waiting for lock sessions in the same lock session.

[0010] In the preferred embodiment, the tiered emergency dispatch specifically refers to: In the event of a minor anomaly, only the incoming vessels will be suspended, while the existing lock operations will continue. In the event of a moderate anomaly, emergency dedicated anchorages and lock zones will be activated, with a total of: ; in This refers to the number of lock sections for general cargo ships under normal circumstances. To increase the number of gate sections for emergency response, The number of lock zones reserved for the connection of the pilot channel; In the event of severe anomalies, remote anchorage coordination scheduling will be initiated to restrict the addition of new vessels near the dam anchorage and automatically adjust the gate interval according to the backlog. Number of gate openings during navigation restrictions =0, the recursive formula simplifies to: ; in, Let n be the number of times the nth scheduling node newly enters the anchorage. The number of times a ship departs from the lock. For the nth scheduling node, which is occupied by the pilot channel and cannot be transferred to the waiting queue, the gate is delayed. when When approaching the anchorage capacity limit, activate remote anchorage or suspend dispatch.

[0011] In the preferred scheme, when the emergency dedicated anchorage is activated, the capacity of a single anchorage is calculated using a ship size-hydrological coupling model: ; in, As captain, For the width of the boat, For drinking water, For flow rate, This refers to the water level.

[0012] In the preferred embodiment, the closed-loop self-optimization mechanism includes: Real-time data collection of berthing shifts, waiting time at the gate, gate punctuality rate, and security check pass rate; If a vessel experiences multiple consecutive delays at the same lock, its anchoring time for that lock will be automatically advanced. If a certain functional area remains idle for more than a set threshold, it will automatically be converted into a composite functional area. This allows the same vessel to "stop once, without passing through the locks or changing berths" from anchoring to departure.

[0013] In the preferred scheme, a four-dimensional verification mechanism of lock sequence, security inspection, anchor position, and pilotway is performed before the entire lock is synchronously departed. The ship can only depart after the verification is passed. The verification includes: the lock sequence plan matches the actual ship, the security inspection status is qualified, the anchor position is consistent with the pre-arrangement table, and the virtual lock chamber of the pilotway is empty.

[0014] Secondly, the present invention provides an anchorage mooring optimization system based on a dual-dimensional partitioning of function and gate number, applicable to an anchorage mooring optimization method based on a dual-dimensional partitioning of function and gate number, comprising: The four-dimensional zoning module is used to construct a four-dimensional linkage zoning system of virtual lock chambers based on anchorage operation patterns, anchorage facility layout, shoreline conditions, types of berthed vessels, security inspection status, and pilotway connection relationships, and to establish a unique mapping relationship between the four zones. The adaptive time-series calculation module is used to incorporate real-time factors such as water level and flow rate, security check pass rate, and meteorological early warning to construct an adaptive variable-period recursive model and dynamically calculate scheduling nodes and scheduling instructions. The dynamic pre-arrangement module is used to perform integrated dynamic pre-arrangement of anchorage and pilotway based on the lock sequence, anchorage spatial layout and virtual lock chamber location of pilotway, to resolve conflicts and rearrange in real time, and to generate a dynamic pre-arrangement table. The tiered emergency dispatch module is used to perform tiered emergency dispatch and remote anchorage collaborative management and recalculate dispatch parameters for scenarios such as navigation restrictions, two-way reversals, and abnormal ship backlogs. The closed-loop self-optimization module is used to establish a closed-loop self-optimization mechanism based on indicators such as shifting frequency, waiting time, on-time passing rate, and security inspection efficiency. It organizes ships to anchor, berth, and wait for the lock according to the optimized plan based on the dynamic pre-scheduling table and dispatch instructions, so as to realize the whole lock security inspection and synchronous departure.

[0015] This invention provides an anchorage berthing optimization method based on a dual-dimensional zoning system of function and lock sequence. First, a four-dimensional linkage zoning system is constructed, integrating function, lock sequence, security check, and pilotway virtual lock chambers, establishing a unique mapping relationship between the four zones and berth priority ranking rules. Real-time factors such as water level and flow rate, security check pass rate, and weather warnings are introduced to construct an adaptive variable-cycle recursive model, dynamically calculating scheduling nodes and instructions. Based on the lock sequence and spatial layout, integrated dynamic pre-scheduling of the anchorage and pilotway is achieved, supporting real-time conflict resolution in scenarios such as route intersections and vessel arrival deviations. For abnormal conditions such as navigation restrictions, two-way reversals, and vessel backlogs, hierarchical emergency scheduling and remote anchorage collaborative management are adopted, and emergency berth capacity is dynamically calculated using a vessel size-hydrological coupling model. Finally, a closed-loop self-optimization mechanism is established based on shifting frequency, waiting time, lock passage punctuality rate, and security check efficiency, enabling vessels to berth only once, without shifting without passing through the lock, and to undergo security checks and depart synchronously. This invention significantly improves anchorage utilization and the efficiency of lock-anchor-inspection-navigation coordination, reduces the frequency of vessel shifting, and enhances the adaptability to scheduling in complex scenarios. It can be widely applied to the intelligent berthing guidance and integrated management of vessels waiting to pass through locks in inland waterway hubs. Attached Figure Description

[0016] The present invention will be further described below with reference to the accompanying drawings and embodiments: Figure 1 This is a flowchart of the method of the present invention. Detailed Implementation

[0017] Example 1 like Figure 1 As shown, an anchorage berthing optimization method based on a dual-dimensional partitioning of function and gate number includes the following steps: S1: Based on the anchorage operation patterns, anchorage facility layout, shoreline conditions, types of berthed vessels, security inspection status, and pilotway connection relationships, construct a four-dimensional linkage zoning system for virtual lock chambers with functions, lock number, security inspection, and pilotway, and establish a unique mapping relationship between the four zones.

[0018] S2: Introduce water level and flow rate, security check pass rate, and real-time meteorological early warning factors to construct an adaptive variable-cycle recursive model and dynamically calculate scheduling nodes and scheduling instructions.

[0019] S3: Based on the lock sequence, anchorage spatial layout and virtual lock chamber location of the pilot channel, perform integrated dynamic pre-arrangement of anchorage and pilot channel, complete conflict resolution and rearrangement in real time, and generate dynamic pre-arrangement table.

[0020] S4: For scenarios involving navigation restrictions, two-way reversals, and abnormal vessel backlogs, implement tiered emergency dispatching and remote anchorage collaborative management, and recalculate dispatching parameters.

[0021] S5: Based on indicators such as shifting frequency, waiting time, lock passage punctuality rate, and security inspection efficiency, a closed-loop self-optimization mechanism is established. According to the dynamic pre-scheduling table and dispatch instructions, ships are organized to anchor, berth, and wait for lock according to the optimized plan, so as to realize the whole lock security inspection and synchronous departure.

[0022] In this embodiment, a four-dimensional linkage zoning system of virtual lock chambers (function, lock number, security check, and pilotway) is constructed, and a unique mapping relationship is established. Real-time factors are then introduced to construct an adaptive variable-cycle recursive model, dynamically calculate scheduling nodes and scheduling instructions, and perform integrated dynamic pre-scheduling of anchorage and pilotway. Then, hierarchical emergency scheduling is executed for specific scenarios, and finally closed-loop self-optimization is performed, realizing integrated collaborative management and control, reducing disorderly berthing of ships, and improving the overall anchorage utilization rate and the overall lock passage punctuality rate of the hub.

[0023] This embodiment takes the waiting anchorage on the dam of the Three Gorges-Gezhouba Dam section as the implementation object, and uses the anchorage mooring optimization method based on four-dimensional linkage and adaptive timing described in this invention for scheduling, and the specific steps are explained in detail.

[0024] Step S1: Construct a four-dimensional interconnected partitioning system, specifically including: Functional Zoning: Based on the anchorage operation patterns, anchorage facilities, shoreline characteristics, and types of vessels berthed, the area is divided into five special zones: lock waiting area (general cargo), ship lift waiting area (general cargo), dangerous goods waiting area, containerized vehicle waiting area, and emergency zone. Locking zone division: Within each functional zone, the overall priority score for each berth is first calculated based on its berthing conditions, water depth, mooring facilities, distance from the exit, and shore power availability. The formula is as follows: ; in, For the weighting coefficients, satisfying It is set according to the actual scheduling preferences of the hub; The score is awarded based on the berth's water depth; the deeper the water, the higher the score. The score is based on the distance between the berth and the exit gate; the closer the distance, the higher the score. Scoring is given for the completeness of facilities such as berth mooring lines, berthing piers, and shore power. The ease of berthing and unberthing is scored, with a higher score for a smoother route.

[0025] In this embodiment, taking the lock waiting area (general cargo) as an example, the total number of berths... =84, number of berths in a single gate area b=4; =0.3, =0.3, =0.2, =0.2, after the scores are sorted in descending order, every 4 berths are divided into one gate zone.

[0026] The gates are then sorted in descending order of their overall priority scores; then, each gate is divided into a pre-defined area based on the number of berths, and assigned a high, medium, or low priority level. The number of gate areas that can be divided into functional zones is: (indivual); in, This is for rounding down.

[0027] The area is divided into 21 gate zones, and is assigned three priority levels: high, medium, and low, based on berth priority.

[0028] 1. Security check zones: divided into waiting area, qualified security check area, and unqualified isolation area, each linked to a gate area.

[0029] 2. Virtual Lock Chamber Zoning of the Navigation Channel: 21 near-dam virtual lock chamber units are set up, each corresponding to a lock session, forming a four-dimensional one-to-one mapping. The expression is as follows: ; in, For functional partitioning, The gate sequence number. Security check status. This is a virtual lock chamber for the navigation channel; The gate zone index function is determined jointly by the gate sequence plan priority and the berth priority, and satisfies injectivity; Priority is assigned to the gate zone. If and only if all vessels scheduled for that lockout are in good condition; If and only if the virtual lock chamber of the navigation channel With gate plan There were no conflicts and the verification passed within the time window; ensuring that one gate plan uniquely corresponds to one gate area, one security check area, and one virtual gate room.

[0030] In this embodiment, precise zoning according to five functional categories improves mixed berthing safety, increases the efficiency and accuracy of space resource allocation, and enhances the effective utilization rate of gate areas; relying on single-radius four-dimensional mapping, it improves berthing accuracy and work efficiency.

[0031] Step S2: Construct an adaptive variable-period recursive model, including: With a basic cycle of 1.5 hours per gate and a basic scheduling node of 3 hours, a real-time factor dynamic correction is introduced: ; in, The water level / flow rate coefficient, ; This is the security check pass rate coefficient. ; For weather / navigation closure warning coefficients, .

[0032] In this embodiment, =1.0, =1.0, =1.0. The calculated scheduling period is 1.0. =3h.

[0033] The real-time recursive formula for anchor gate cycles has been upgraded to: ; in, , This represents the real-time number of times the anchor gate is in operation at the nth scheduling node. This represents the real-time number of times the anchor gate was in operation at the previous scheduling node. For time period The number of times the gates were newly moved into the anchorage. The number of times a ship departs from the berth lock within the same time period. The number of security check delay gate visits, The number of times the pilot channel is occupied within the same time period; The formula for calculating the number of empty circuit zones is: = ; in, This represents the total number of available gate zones. The number of lock zones reserved for the connection of the pilot channel; Let t be the real-time number of times the gate is anchored (gate). Note: It is assumed here that the gate zone and the gate are in a one-to-one correspondence, that is, one anchored gate occupies one gate zone.

[0034] when At that time, vessels corresponding to the number of empty locks can be transferred in before the next scheduling cycle. The transfer of ships will be temporarily suspended.

[0035] In this embodiment, the scheduling time node sequence is as follows: The interval between adjacent nodes is =3 hours. According to the lock operation pattern, the single lock operation cycle is 1.5 hours. Therefore, each scheduling node covers 2 lock cycles. The lock passage plan from 18:00 the next day to 18:00 the day after tomorrow is released at 21:00 every day. Dangerous goods are divided into separate functional areas and lock passage areas, and are not mixed with general cargo ships or passed through the lock in groups. The departure time is mostly concentrated between 4:00 and 6:00. Only the lock passage time nodes for general cargo ships need to be planned. The time node planning calculated according to the above formula is shown in Table 1.

[0036] Table 1 Time Node Planning Table

[0037] Step S3: Integrated dynamic pre-arrangement of anchorage and pilotway, specifically: Under normal circumstances, the locks are arranged sequentially from upstream to downstream along the south bank and aligned with the axis of the virtual lock chamber of the approach channel. A mapping relationship is established between the lock schedule, anchorage, lock area, and virtual lock chamber of the approach channel, as shown in Table 2.

[0038] In this embodiment, a multi-coefficient dynamic correction scheduling cycle is adopted, which improves the accuracy of real-time calculation of anchor gate counts and available gates, and reduces the anchor vacancy rate.

[0039] Table 2 Anchorage Pre-arrangement Table

[0040] The pre-scheduling table is generated based on four-dimensional linkage zoning, adaptive timing, upstream to downstream arrangement on the south bank, and alignment rules with the virtual lock chamber of the pilot channel. The initial version is released at 21:00 every day and is automatically refreshed every 10 minutes. It is also a dynamic pre-scheduling table, which can be automatically refreshed and rearranged according to the arrival time of ships, route conflicts, and security inspection status.

[0041] As shown in Table 2, the anchorage spatial order is: M1 (upstream) → M2 → M3 (downstream, near the lock); the earlier the departure time, the closer the lock area is to the downstream area. The centerline of all lock areas is aligned with the axis of the corresponding pilot channel virtual lock chamber; the mapping relationship satisfies a four-dimensional unique mapping. .

[0042] Automatic resolution is performed when the following conflicts occur: When routes intersect, the spatial sequence of the lock areas is adjusted to forcibly stagger the entry / departure paths; When a vessel arrives early or late, it will automatically insert itself into an available lock zone and remain clustered with other vessels in the same lock. When vessels in the same lock session are dispersed, they are automatically rearranged to adjacent lock sessions to achieve group waiting for lock.

[0043] This embodiment improves the real-time performance and accuracy of the pre-scheduling table and reduces the risk of route collisions; moreover, it automatically rearranges and regroups ships when routes intersect or the fleet is dispersed, reducing workload, improving work efficiency, and lowering on-site dispatching manpower costs.

[0044] Step S4: Response according to the severity of the anomaly, and recalculate the scheduling time nodes.

[0045] The tiered emergency dispatch system is as follows: 1. Minor anomalies such as short-term flow fluctuations: only suspend incoming vessels and maintain existing lock operations.

[0046] 2. Moderate anomaly (e.g., bidirectional reversal): Activate emergency dedicated anchorages and lock zones. The total number of lock zones is: =21+7+3=31; in This refers to the number of lock sections for general cargo ships under normal circumstances. To increase the number of gate sections for emergency response, The number of lock sections reserved for the connection of the pilot channel. According to the adjusted... Re-execute the recursive calculation in step S2 to obtain the new number of nodes to be transferred in and the number of nodes to be transferred in.

[0047] 3. In case of severe anomalies (such as navigation restrictions), initiate remote anchorage coordination scheduling, restrict the addition of new vessels near the dam anchorage, and automatically adjust the lock interval according to the backlog.

[0048] Number of gate openings during navigation restrictions =0, navigation restriction control parameter, prohibits ships from leaving anchor at all times, and the number of times a ship leaves the lock is always 0.

[0049] The capacity adjustment recursive formula simplifies to: ; in, Let n be the number of times the nth scheduling node newly enters the anchorage. The number of times a ship departs from the lock. For the nth scheduling node, which is occupied by the pilot channel and cannot be transferred to the waiting queue, the gate is delayed. when 0.9 At that time, remote anchorage diversion will be initiated or new vessel anchoring will be suspended.

[0050] In this embodiment, a three-tiered differentiated approach to handling anomalies is adopted, with normal, emergency, and reserved lock position resources superimposed during bidirectional reversal. Through these steps, the accuracy of calculating the rate of increase in vessel backlog is improved, the stability of continuous lock operations is enhanced, the duration of navigation interruption at the hub is shortened, and the safety and timeliness of anomaly handling are improved.

[0051] 4. When the emergency dedicated anchorage is activated, the capacity of a single anchorage is calculated using a ship size-hydrological coupling model. The safe berthing capacity is determined in real-time based on the ship's length, beam, draft, current velocity, and water level. The expression is: ; in, As captain, For the width of the boat, For drinking water, For flow rate, This refers to the water level.

[0052] This embodiment improves the matching degree of emergency anchorage capacity, reduces the waste of surplus anchorages, and improves the utilization rate of emergency water space.

[0053] Step S5: Closed-loop self-optimization and synchronized departure of the entire brake system In the preferred scheme, the closed-loop self-optimization mechanism includes: Real-time data collection includes berthing frequency, waiting time at the gate, gate punctuality rate, and security check pass rate.

[0054] The self-optimization rule is implemented as follows: If a vessel is delayed three times in a row at the same lock, the vessel's anchoring time for that lock will be automatically advanced. If a functional area remains idle for more than a set threshold, it will automatically be converted into a composite functional area.

[0055] In this embodiment, a four-dimensional verification of lock sequence, security inspection, anchor position, and pilotway is performed before departure. After all verifications are passed, the entire vessel departs and passes through the lock synchronously. This achieves one-time berthing upon landing without needing to change berths without passing through the lock. The average number of times a single vessel needs to change berths during a single lock session is reduced from more than 2 times to less than 0.2 times, thereby reducing vessel fuel consumption and navigation maintenance costs.

[0056] In the preferred scheme, a four-dimensional verification mechanism of lock sequence, security inspection, anchor position, and pilotway is implemented before the entire lock is synchronously departed. The ship can only depart after the verification is passed. The verification includes: the lock sequence plan matches the actual ship, the security inspection status is qualified, the anchor position is consistent with the pre-arrangement table, and the virtual lock chamber of the pilotway is empty.

[0057] This embodiment reduces violations such as failing security checks and forcibly exiting the gate while occupying the pilotway, significantly lowering the gate passage error rate and improving navigation safety.

[0058] In practice, this embodiment adopts four-dimensional partitioning, adaptive timing, dynamic pre-scheduling, hierarchical emergency response, and closed-loop self-optimization full-link scheduling, realizing integrated collaborative management and control of anchorage, security inspection, pilotway, and lock. This reduces disorderly berthing of ships, improves anchorage utilization, reduces the average number of berthing shifts per ship, improves lock passage punctuality, and ensures navigation guarantee capability under extreme navigation restrictions.

[0059] Example 2 Further illustrating with reference to Embodiment 1, an anchorage guidance optimization system based on a dual-dimensional partitioning of function and gate number is applicable to the anchorage guidance optimization method based on a dual-dimensional partitioning of function and gate number in Embodiment 1, comprising: The four-dimensional zoning module is used to construct a four-dimensional linkage zoning system of virtual lock chambers based on anchorage operation patterns, anchorage facility layout, shoreline conditions, types of berthed vessels, security inspection status, and pilotway connection relationships, and to establish a unique mapping relationship between the four zones.

[0060] The adaptive time-series calculation module is used to incorporate real-time factors such as water level and flow rate, security check pass rate, and meteorological early warning to construct an adaptive variable-period recursive model and dynamically calculate scheduling nodes and scheduling instructions.

[0061] The dynamic pre-arrangement module is used to perform integrated dynamic pre-arrangement of anchorage and pilotway based on the lock sequence, anchorage spatial layout and virtual lock chamber location of pilotway, to resolve conflicts and rearrange in real time, and to generate a dynamic pre-arrangement table.

[0062] The tiered emergency dispatch module is used to perform tiered emergency dispatch and remote anchorage collaborative management for abnormal scenarios such as navigation restrictions, two-way reversals, and ship backlogs, and to recalculate dispatch parameters.

[0063] The closed-loop self-optimization module is used to establish a closed-loop self-optimization mechanism based on indicators such as shifting frequency, waiting time, on-time passing rate, and security inspection efficiency. It organizes ships to anchor, berth, and wait for the lock according to the optimized plan based on the dynamic pre-scheduling table and dispatch instructions, so as to realize the whole lock security inspection and synchronous departure.

[0064] The preferred solution also includes an AIS real-time vessel positioning module, a hydrological and meteorological data acquisition module, a security inspection data interface module, and a pilotway status monitoring module, enabling real-time data access and automatic issuance of dispatch instructions.

[0065] This embodiment provides the working process, working details and technical effects of an anchorage pointing optimization method based on a dual-dimensional partitioning of function and gate number. Please refer to Embodiment 1 for the details, which will not be repeated here.

[0066] The above embodiments are merely preferred technical solutions of the present invention and should not be considered as limitations on the present invention. The scope of protection of the present invention should be limited to the technical solutions described in the claims, including equivalent substitutions of the technical features described in the claims. That is, equivalent substitutions and improvements within this scope are also within the scope of protection of the present invention.

Claims

1. An anchorage guidance optimization method based on dual-dimensional partitioning of function and gate number, characterized in that, Includes the following steps: S1: Based on the anchorage operation rules, anchorage facility layout, shoreline conditions, types of berthed vessels, security inspection status, and pilotway connection relationships, construct a four-dimensional linkage zoning system of virtual lock chambers with functions, lock number, security inspection, and pilotway, and establish a unique mapping relationship between the four zones; S2: Introduce water level and flow rate, security check pass rate and real-time meteorological early warning factors to construct an adaptive variable period recursive model to dynamically calculate scheduling nodes and scheduling instructions; S3: Based on the lock sequence, anchorage spatial layout and virtual lock chamber location of the pilot channel, perform integrated dynamic pre-arrangement of anchorage-pilot channel, complete conflict resolution and rearrangement in real time, and generate dynamic pre-arrangement table; S4: For scenarios involving navigation restrictions, two-way reversals, and abnormal vessel backlogs, implement tiered emergency dispatching and remote anchorage collaborative management, and recalculate dispatching parameters; S5: Based on indicators such as shifting frequency, waiting time, lock passage punctuality rate, and security inspection efficiency, a closed-loop self-optimization mechanism is established. According to the dynamic pre-scheduling table and dispatch instructions, ships are organized to anchor, berth, and wait for lock according to the optimized plan, so as to realize the whole lock security inspection and synchronous departure.

2. The anchorage guidance optimization method based on functional and gate number dual-dimensional partitioning according to claim 1, characterized in that, The four-dimensional linkage partitioning system specifically includes: Functional Zoning: Based on the anchorage operation patterns, anchorage facilities, shoreline characteristics, and types of vessels berthed, the area is divided into five special zones: lock waiting area (general cargo), ship lift waiting area (general cargo), dangerous goods waiting area, containerized vehicle waiting area, and emergency zone. Locking zone division: Within each functional zone, the overall priority score of each berth is first calculated based on the berthing conditions, water depth, mooring facilities, distance from the exit, and shore power availability. They are then sorted in descending order of comprehensive priority score; then, the number of berths is preset sequentially to divide each gate zone into three priority zones: high, medium, and low. The number of gate zones that can be divided into functional zones is: ； in, To round down, b represents the total number of berths in this functional zone, and b represents the number of berths in a single gate sub-zone. Security check zones: divided into a waiting area, a qualified security check area, and a non-qualified security check isolation area; Virtual lock chamber zoning of the navigation channel: Setting up virtual units near the dam waiting to be locked that correspond one-to-one with the lock sequence; The unique mapping relationship expression is: ； in, For functional partitioning, The gate sequence number. Security check status. This is a virtual lock chamber for the navigation channel; The gate zone index function is determined jointly by the gate sequence plan priority and the berth priority, and satisfies injectivity; Priority is assigned to the gate zone. If and only if all vessels scheduled for that lockout are in good condition; If and only if the virtual lock chamber of the navigation channel With gate plan There were no conflicts and the verification passed within the time window.

3. The anchorage guidance optimization method based on functional and gate number dual-dimensional partitioning according to claim 2, characterized in that, The formula for the comprehensive priority score is: ； in, These are weighting coefficients; Score is given for the berth water depth; The score is based on the distance from the berth to the exit gate; Scoring is given for the completeness of facilities such as berth mooring lines, berthing piers, and shore power. Scoring is given for the ease of berthing and unberthing at the berth.

4. The anchorage guidance optimization method based on dual-dimensional partitioning of function and gate number as described in claim 1, characterized in that, The adaptive variable-period recursive model includes: by The hour is the basic cycle for a single gate operation, and the scheduling cycle is calculated using the following formula: ； in, The water level / flow rate coefficient, This is the security check pass rate coefficient. For weather / navigation closure warning coefficients; The real-time recursive formula for anchor gate cycles has been upgraded to: ； in, , The number of times the anchor gate is checked in real time at the nth time node. This is the inventory of anchor gates retained from the previous scheduling node. For the number of times the gate is adjusted, This refers to the number of times the entire ship departs from the berth gate after completing security checks and convoy formation at node n. This refers to the number of times a ship is delayed and unable to depart due to security check failures or delays. For the nth scheduling node, which is occupied by the pilot channel and cannot be transferred to the waiting queue, the gate is delayed. The formula for calculating the number of empty circuit zones is: ； in, This represents the total number of available gate zones. The number of lock zones reserved for the connection of the pilot channel; when Ships are deployed according to the number of available spaces, when The transfer is temporarily suspended.

5. The anchorage guidance optimization method based on functional and gate number dual-dimensional partitioning according to claim 1, characterized in that, The integrated dynamic pre-scheduling rule is as follows: Under normal circumstances, they are arranged sequentially from upstream to downstream along the south bank and aligned with the axis of the virtual lock chamber of the navigation channel, establishing a mapping relationship between lock schedule, anchorage, lock area, and virtual lock chamber of the navigation channel; When the dam crossing operation plan is released at the preset time point, an initial pre-arrangement table is generated, and then the entire table is refreshed according to the preset time interval. The refresh content includes: arrival time interval, anchorage name, anchorage, lock zone and virtual lock chamber number of the approach channel. Automatic resolution is performed when the following conflicts occur: When routes intersect, the spatial sequence of the lock areas is adjusted to forcibly stagger the entry / departure paths; When a vessel arrives early or late, it will automatically insert itself into an available lock zone and remain clustered with other vessels in the same lock. When vessels in the same lock session are dispersed, they are automatically gathered and rearranged into the continuous lock session area, so as to achieve centralized waiting for lock sessions in the same lock session.

6. The anchorage guidance optimization method based on functional and gate number dual-dimensional partitioning according to claim 1, characterized in that, The tiered emergency dispatch specifically refers to: In the event of a minor anomaly, only the incoming vessels will be suspended, while the existing lock operations will continue. In the event of a moderate anomaly, emergency dedicated anchorages and lock zones will be activated, with a total of: ； in, This refers to the number of lock sections for general cargo ships under normal circumstances. To increase the number of gate sections for emergency response, The number of lock zones reserved for the connection of the pilot channel; In the event of severe anomalies, remote anchorage coordination scheduling will be initiated to restrict the addition of new vessels near the dam anchorage and automatically adjust the gate interval according to the backlog. Number of gate openings during navigation restrictions =0, the recursive formula simplifies to: ； in, Let n be the number of times the nth scheduling node newly enters the anchorage. The number of times a ship departs from the lock. For the nth scheduling node, which is occupied by the pilot channel and cannot be transferred to the waiting queue, the gate is delayed. when When approaching the anchorage capacity limit, activate remote anchorage or suspend dispatch.

7. The anchorage guidance optimization method based on functional and gate number dual-dimensional partitioning according to claim 6, characterized in that, When emergency dedicated anchorages are activated, the capacity of a single anchorage is calculated using a ship size-hydrological coupling model: ； in, As captain, For the width of the boat, For drinking water, For flow rate, This refers to the water level.

8. The anchorage guidance optimization method based on functional and gate number dual-dimensional partitioning according to claim 1, characterized in that, The closed-loop self-optimization mechanism includes: Real-time data collection of berthing shifts, waiting time at the gate, gate punctuality rate, and security check pass rate; If a vessel experiences multiple consecutive delays at the same lock, its anchoring time for that lock will be automatically advanced. If a certain functional area remains idle for more than a set threshold, it will automatically be converted into a composite functional area. This allows the same vessel to "berth once, without passing through the locks or changing berths" from anchoring to departure.

9. The anchorage guidance optimization method based on functional and gate number dual-dimensional partitioning according to claim 1, characterized in that, Before the entire lock is synchronously departed, a four-dimensional verification mechanism is implemented, including lock sequence, security inspection, anchor position, and pilotway. The vessel can only depart after the verification is passed. The verification includes: the lock sequence plan matches the actual vessel, the security inspection status is qualified, the anchor position is consistent with the pre-arrangement table, and the virtual lock chamber of the pilotway is empty.

10. An anchorage guidance optimization system based on dual-dimensional partitioning of function and gate number, characterized in that, An anchorage marking method based on four-dimensional linkage and adaptive timing, applicable to claims 1-9, includes: The four-dimensional zoning module is used to construct a four-dimensional linkage zoning system of virtual lock chambers based on anchorage operation patterns, anchorage facility layout, shoreline conditions, types of berthed vessels, security inspection status, and pilotway connection relationships, and to establish a unique mapping relationship between the four zones. The adaptive time-series calculation module is used to incorporate real-time factors such as water level and flow rate, security check pass rate, and meteorological early warning to construct an adaptive variable-period recursive model and dynamically calculate scheduling nodes and scheduling instructions. The dynamic pre-arrangement module is used to perform integrated dynamic pre-arrangement of anchorage and pilotway based on the lock sequence, anchorage spatial layout and virtual lock chamber location of pilotway, to resolve conflicts and rearrange in real time, and to generate a dynamic pre-arrangement table. The tiered emergency dispatch module is used to perform tiered emergency dispatch and remote anchorage collaborative management and recalculate dispatch parameters for scenarios such as navigation restrictions, two-way reversals, and abnormal ship backlogs. The closed-loop self-optimization module is used to establish a closed-loop self-optimization mechanism based on indicators such as shifting frequency, waiting time, on-time passing rate, and security inspection efficiency. It organizes ships to anchor, berth, and wait for the lock according to the optimized plan based on the dynamic pre-scheduling table and dispatch instructions, so as to realize the whole lock security inspection and synchronous departure.

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