A route adaptation-based inland green ship type recommendation method

Abstract

The present application relates to inland river ship transportation planning and computer-aided ship type selection technical field, especially to a kind of green ship type recommendation method of inland river route adaptation based on.The method obtains the channel electronic chart data and port facility data of target route, generates route constraint record and energy supply facility record;The main dimension of ship type template, designed draft is bound with green power energy type, energy storage capacity and unit voyage energy consumption, and candidate ship type configuration record is generated;After channel passability comparison, energy supply facility is matched and supply node sequence is formed, voyage energy demand is calculated in sequence, and shipborne available energy amount is deducted and updated, and feasible ship type configuration set is generated;Then calculate comprehensive score, and output recommended ship type ranking list.The present application makes ship body parameter, energy parameter, channel constraint and along-line supply condition form continuous association, effectively improves the route adaptation and supply feasibility of green ship type recommendation.

Description

Technical Field

[0001] This invention relates to the field of inland waterway vessel transportation planning and computer-aided vessel type selection technology, and in particular to a method for recommending green inland waterway vessel types based on route adaptation. Background Technology

[0002] In the field of inland waterway shipping planning, existing schemes typically use electronic nautical chart data, ship performance parameters, port facility data, meteorological data, and hydrological data to screen and evaluate candidate routes, speeds, or operating parameters for known vessels. Some schemes also exclude unsuitable candidate routes based on waterway depth, bridge clearance, bend radius, ship draft, and cargo capacity, and generate route recommendations by combining energy consumption, emissions, safety, and economic indicators. Regarding energy replenishment conditions along the route, existing schemes often use replenishment demand, replenishment points, or the number of refueling ports matching the ship type as route search criteria or evaluation factors.

[0003] In scenarios where the target inland waterway route is already determined and a suitable vessel needs to be selected from multiple ship types and green power configurations, existing solutions typically still treat ship type or ship propulsion system as fixed inputs, lacking a joint processing of the correspondence between ship type main dimensions, design draft, green power energy type, energy storage capacity, and energy consumption per unit distance. Different green power configurations will change the ship's design deadweight, design draft, range, and resupply interfaces. Evaluation based solely on ship type name, maximum range, or the number of resupply facilities along the route is insufficient to reflect the actual adaptability of a specific ship type configuration in each segment of the target route.

[0004] Existing solutions for energy replenishment facilities often focus on matching facility types or counting the number of replenishment points, lacking a continuous correlation between the spatial order of replenishment facilities along the target route, the segmental energy demand between adjacent replenishment nodes, the available onboard energy, and the replenishment capacity and operation duration. When differences exist in the spacing, interface standards, or replenishment capacity of adjacent replenishment facilities, discontinuities can easily arise between channel throughput comparisons and energy replenishment condition evaluations. This can lead to insufficient endurance or replenishment interruptions even after channel condition screening of candidate vessel configurations. Therefore, it is necessary to address how to jointly process candidate vessel configuration records, channel throughput, and along-route energy replenishment conditions under the constraints of the target inland waterway route, and form a set of feasible vessel configurations for subsequent evaluation. Summary of the Invention

[0005] To address the aforementioned technical problems, this invention provides a method for recommending inland waterway green vessel types based on route adaptation, comprising: S100. Obtain the electronic nautical chart data and port facility data of the target route, extract water depth constraints, bridge clearance constraints, curve radius constraints and berth size constraints according to the route segment, and generate route constraint records and energy supply facility records. S200. Obtain ship templates from ship type data, bind the main dimensions and design draft of each ship template with green power energy type, energy storage capacity and energy consumption per unit voyage, and generate candidate ship type configuration records. S300. Compare the candidate ship configuration record with the route constraint record to generate a candidate ship configuration record that satisfies the channel throughput constraint. S400. For the candidate vessel configuration records that meet the channel passability constraints, match energy supply facilities according to green power energy type and interface standard, and arrange them as a supply node sequence along the target route; calculate the segment energy demand between adjacent supply nodes in sequence, deduct the segment energy demand from the ship's available energy, and update the ship's available energy at the supply node according to the energy supply capacity and supply operation duration; generate a feasible vessel configuration set from the candidate vessel configuration records where the segments between adjacent supply nodes all meet the endurance constraints. S500. Calculate a comprehensive score based on the set of feasible ship configurations and generate a recommended ship configuration ranking list.

[0006] Furthermore, the generation of the route constraint record includes: Based on the locations of bridges, bends, ports, and water depth changes along the target route, the target route is divided into multiple segments. Each waterway segment is assigned a waterway segment identifier, start and end points, water depth, bridge clearance, and curve radius. The berth dimension constraints are generated based on the berth length, berth width, and berth water depth of the ports along the target shipping route.

[0007] Furthermore, the energy replenishment facility record includes port identification, facility location, energy replenishment facility type, energy replenishment capacity, interface standard, replenishment operation duration, availability status, and status validity period; When the validity period of the available status covers the planned voyage time, the corresponding energy supply facility will be retained in the energy supply facility record.

[0008] Furthermore, the generation of the candidate ship type configuration record includes: Based on the mass of the ship's power system corresponding to the green energy type and the energy storage capacity, update the design deadweight and design draft of the ship template. The updated design deadweight and design draft are bound to the overall length, beam, green power energy type, energy storage capacity, energy consumption per unit voyage, and interface standards of the ship type template to generate the candidate ship type configuration record.

[0009] Furthermore, the generation of candidate vessel configuration records that satisfy the channel passage constraints includes: For the same candidate ship configuration record, the design draft is compared with the water depth constraints of each section, the main dimensions and ship performance parameters are compared with the bridge clearance constraints and curve radius constraints of each section, and the main dimensions and design draft are compared with the berth dimension constraints. If all comparisons satisfy the corresponding constraints, the candidate ship configuration record is retained; If any comparison fails to meet the corresponding constraint, the candidate ship configuration record is removed and a constraint failure record is generated.

[0010] Furthermore, the generation of the supply node sequence includes: Based on the green power energy type and interface standard in the candidate ship configuration record, energy supply facilities are selected from the energy supply facility record; The starting port, ending port, and the corresponding ports of the selected energy supply facilities of the target route are designated as supply nodes. The supply nodes are arranged according to their sequential positions along the target route to generate the supply node sequence.

[0011] Furthermore, the sequential calculation of segment energy demand and updating of onboard available energy includes: The amount of shipboard available energy at the port of origin is determined based on the energy storage capacity and safety reserve coefficient. Calculate the current energy demand for the current route between adjacent replenishment nodes based on the route length between adjacent replenishment nodes, energy consumption per unit distance, and conversion factors corresponding to water depth, current speed, and ship loading. The available shipboard energy is obtained by subtracting the energy requirement for the voyage from the current available shipboard energy; The energy demand for each flight segment is calculated and deducted repeatedly for each adjacent supply node segment according to the supply node sequence.

[0012] Furthermore, updating the ship's available energy at the resupply node includes: The energy quantity corresponding to the supply node is determined by multiplying the energy supply capacity of the supply node by the supply operation duration. The ship's available energy quantity upon arrival at the resupply node is added to the energy quantity, and the ship's available energy quantity is updated with the energy storage capacity as the upper limit. If the available onboard energy before the update is less than the energy demand for the next adjacent replenishment node, or if the energy is less than the corresponding replenishment demand, a record is generated indicating that the constraint corresponding to the energy replenishment feasibility constraint is not satisfied.

[0013] Furthermore, the calculation of the comprehensive score includes: Calculate the energy efficiency, environmental protection, economic and safety indicators corresponding to each candidate ship configuration record in the feasible ship configuration set; Each indicator is normalized, and the comprehensive score is calculated based on the weighting factor corresponding to each indicator. The target route is matched with the emission control area, and the weighting factor corresponding to the environmental protection indicator is determined based on the length of the route segment located within the emission control area.

[0014] Furthermore, the record of non-compliance with constraints includes candidate ship type identifier, green energy type, constraint type, corresponding route or port, constraint comparison value, constraint threshold, and reason for rejection; When the set of feasible ship configurations is empty, the records of the constraints that are not met are arranged according to the constraint type, and a key performance comparison result containing the corresponding route or port is generated.

[0015] The following are its main beneficial effects: (1) In response to the problem that existing schemes treat ship type or ship power system as fixed input and the correspondence between ship parameters and energy parameters is not continuous, by forming a candidate ship type configuration record and updating the design draft and design deadweight according to different power configurations, the correspondence between different green power configurations under the same ship type template is maintained between ship parameters, energy parameters and interface standards, and then they are respectively entered into the subsequent channel passability and energy supply feasibility processing.

[0016] (2) To address the problem that it is difficult to reflect the energy status of the entire voyage based solely on the type of replenishment facilities or the number of replenishment points, a sequence of replenishment nodes arranged in an orderly manner along the target route is formed. The available energy on board is continuously calculated, deducted, and replenished between adjacent replenishment nodes to form an energy status record covering the port from the starting port to the destination port, and to identify the voyage interruption caused by node spacing, interface standards, replenishment capacity, or replenishment operation duration.

[0017] (3) To address the issue of the separation between channel passability evaluation and energy supply condition evaluation, and the possibility that infeasible configurations may still be included in the comprehensive score, channel passability and endurance constraint comparisons are performed continuously on the same candidate ship configuration records, so that the records that enter the recommended ship type ranking list have corresponding channel comparison results and energy status records; the location and reason for the constraint not being met are retained for the records that do not enter the feasible ship configuration set. Attached Figure Description

[0018] Figure 1 A flowchart illustrating a method for recommending green inland waterway vessel types based on route adaptation, provided in an embodiment of this application; Figure 2 This is a structural block diagram of a method for recommending green inland waterway vessel types based on route adaptation, provided in an embodiment of this application. Detailed Implementation

[0019] Example 1: Refer to Figure 1 This is a flowchart illustrating a method for recommending green inland waterway vessel types based on route adaptation, provided by an embodiment of the present invention. The process may include at least steps S100-S500: S100. Obtain the electronic nautical chart data and port facility data of the target route, extract water depth constraints, bridge clearance constraints, curve radius constraints and berth size constraints according to the route segment, and generate route constraint records and energy supply facility records. S200. Obtain ship templates from ship type data, bind the main dimensions and design draft of each ship template with green power energy type, energy storage capacity and energy consumption per unit voyage, and generate candidate ship type configuration records. S300. Compare the candidate ship configuration record with the route constraint record to generate a candidate ship configuration record that satisfies the channel throughput constraint. S400. For the candidate vessel configuration records that meet the channel passability constraints, match energy supply facilities according to green power energy type and interface standard, and arrange them as a supply node sequence along the target route; calculate the segment energy demand between adjacent supply nodes in sequence, deduct the segment energy demand from the ship's available energy, and update the ship's available energy at the supply node according to the energy supply capacity and supply operation duration; generate a feasible vessel configuration set from the candidate vessel configuration records where the segments between adjacent supply nodes all meet the endurance constraints. S500. Calculate a comprehensive score based on the set of feasible ship configurations and generate a recommended ship configuration ranking list.

[0020] S100. Obtain the electronic nautical chart data and port facility data of the target route, extract water depth constraints, bridge clearance constraints, curve radius constraints and berth size constraints according to the route segment, and generate route constraint records and energy supply facility records.

[0021] This step is performed by the route constraint construction module in the data processing equipment. The route constraint construction module receives a navigation task; the navigation task includes a target route identifier, origin port, destination port, planned navigation time, and vessel loading status; the target route is an inland waterway navigation route from the origin port to the destination port, and the planned navigation time includes the planned departure time and the planned arrival time. After receiving the navigation task, the route constraint construction module accesses the electronic nautical chart database and the port facility database respectively to obtain the electronic nautical chart data and port facility data corresponding to the target route.

[0022] The electronic nautical chart data includes the channel centerline, channel boundaries, channel mileage, channel depth, bridge location, bridge clearance, curve location, curve radius, lock location, and port location. The port facility data includes port identification, port location, berth length, berth width, berth depth, energy replenishment facility type, energy replenishment capacity, interface standard, replenishment operation duration, availability status, and status validity period. The route constraint construction module uses the target route identification as a query condition to extract channel objects within the target route range from the electronic nautical chart database; then, based on the distance between the port location and the target route centerline, it extracts port facility data along the target route from the port facility database.

[0023] In one implementation, the electronic navigation chart data uses Electronic Navigational Chart (ENC) data. The route constraint construction module reads the spatial coordinates and attribute fields from the electronic navigation chart, projects bridges, bends, locks, and ports onto the centerline of the target route, and calculates the corresponding route mileage for each object. For water depth areas with start and end boundaries, the start and end points of the water depth area are projected onto the centerline of the target route to form water depth change locations. The route constraint construction module divides the target route into multiple segments according to the bridge location, bend start and end points, port location, and water depth change locations; each segment has a segment identifier, start point location, end point location, and segment length.

[0024] Specifically, the route constraint construction module extracts the water depth of each water segment based on the water depth area covered by each segment. When a water segment covers multiple water depth values, the smaller value is selected as the water depth constraint for that segment. When the planned navigation time spans different hydrological periods, the route constraint construction module reads the hydrological data corresponding to the planned navigation time, adds the baseline water depth and water level change from the electronic waterway chart to generate the water depth of the water segment corresponding to the planned navigation time, and then uses the generated water depth of the water segment to form the water depth constraint. In one embodiment, the hydrological data is stored by month; in another embodiment, the hydrological data is stored by the time of hydrological station release and matched with the water segment location based on the hydrological station location.

[0025] For waterways containing bridges, the route constraint construction module reads the clearance height corresponding to the bridge's navigation opening and uses the smaller clearance height within the same waterway as the bridge clearance constraint. For waterways without bridges, a "no bridge" flag is written in the corresponding field. For waterways containing curves, the route constraint construction module reads the curve radius; when a waterway contains multiple curves, the smaller curve radius is selected as the curve radius constraint. For waterways connecting to ports, the route constraint construction module reads the berth length, berth width, and berth depth of the corresponding port, binds these three values ​​to the port identifier, and generates berth dimension constraints.

[0026] The route constraint records are organized by route segment; each route constraint record includes the target route identifier, route segment identifier, start and end positions, route segment length, water depth constraint, bridge clearance constraint, curve radius constraint, and corresponding port identifier. For the starting and ending ports, the route constraint construction module also writes the berth length, berth width, and berth water depth into the route constraint records; for intermediate berthing ports, in one implementation, the corresponding berth dimension constraints are also written into the route constraint records.

[0027] The route constraint construction module also extracts energy replenishment facilities from the port facility data. In one implementation, the types of energy replenishment facilities include LNG bunkering facilities, methanol supply facilities, charging facilities, and hydrogen refueling facilities. Energy replenishment capacity is recorded using a unit of measurement corresponding to the type of energy replenishment facility, where charging facilities are recorded in kW (power), and LNG bunkering facilities, methanol supply facilities, and hydrogen refueling facilities are recorded in kg / h (refueling rate). The interface standard includes one or more of the following: charging interface model, fuel bunkering interface specification, and permissible bunkering pressure. The replenishment operation duration is the length of time during the planned voyage that the vessel is allowed to replenish energy at the corresponding port.

[0028] The route constraint construction module compares the availability status and validity period of energy replenishment facilities with the planned voyage time. If the availability status is "available" and the validity period covers the planned voyage time, the corresponding energy replenishment facility is retained. If the availability status is "disabled" or the validity period does not cover the planned voyage time, the corresponding energy replenishment facility is not added to the energy replenishment facility record for this voyage. The energy replenishment facility record includes the target route identifier, port identifier, facility location, energy replenishment facility type, energy replenishment capacity, interface standard, replenishment operation duration, availability status, and validity period.

[0029] When multiple sources of water depth values ​​exist for the same segment on an electronic nautical chart, the route constraint construction module selects the newest valid value based on the data release time. If the release times are the same but the water depth values ​​are inconsistent, the smaller value is selected and written into the water depth constraint, while retaining the original fields from each source. When bridge clearance, curve radius, or berth dimensions are missing, the route constraint construction module marks the corresponding segment as pending verification and records the missing fields. Segments in the pending verification state are not automatically recognized as meeting the channel throughput constraints in subsequent steps. When the interface standard or resupply operation duration of an energy supply facility is missing, the corresponding facility is not included in the current energy supply facility record.

[0030] In one specific implementation, the target route is 180km long, starting at port P1 and ending at port P6. The route includes bridge B1, curves C1 and C2, and ports P3 and P4. The route constraint construction module divides the target route into six segments based on the locations of bridges, curves, ports, and changes in water depth. Segment 3 has a water depth constraint of 2.60m and a bridge clearance constraint of 8.20m; segment 4 has a curve radius constraint of 420m. Port P1 has a berth length of 110m, a berth width of 18m, and a berth water depth of 3.00m. Ports P1 and P4 have charging facilities, while port P3 has LNG refueling facilities. The charging facility at port P4 has a power of 500kW, a refueling operation time of 1.5h, an interface standard of CCS2, and a status validity period covering the planned voyage time. Based on this, the route constraint construction module generates six route constraint records and corresponding energy refueling facility records for ports P1, P3, and P4.

[0031] The route constraint record and energy replenishment facility record generated in this step are both associated and saved with the target route identifier, planned sailing time, and the current sailing mission identifier. The route constraint record serves as the basis for comparing the channel passability of the candidate vessel configuration record in S300. The energy replenishment facility record serves as the input for energy replenishment facility matching and replenishment node sequence generation in S400. After S100 is completed, the data processing device sends the current sailing mission identifier to the candidate configuration generation module, triggering S200.

[0032] S200. Obtain ship templates from ship type data, bind the main dimensions and design draft of each ship template with green power energy type, energy storage capacity and energy consumption per unit voyage, and generate candidate ship type configuration records.

[0033] This step is performed by the candidate configuration generation module in the data processing equipment. The candidate configuration generation module receives the route constraint record and energy supply facility record generated in S100, and reads the target route identifier and the current voyage mission identifier from them; the target route identifier serves as the associated field of the candidate ship type configuration record. The candidate configuration generation module accesses the ship type database and obtains multiple ship type templates from the ship type data; the ship type data includes ship type templates, ship performance parameters, and propulsion system data.

[0034] The hull template is a structured record of a basic hull design for an inland waterway vessel. Each hull template includes hull designation, overall length, beam, depth, reference design draft, reference design deadweight, reference light vessel mass, waterline area parameters, design speed, and permitted propulsion system configuration. The vessel performance parameters include surface height, minimum turning radius, design displacement, and energy consumption per unit distance under different vessel loading conditions. The propulsion system data includes the vessel's propulsion system mass, rated power, energy storage device mass, energy storage capacity, interface standards, and corresponding green energy type.

[0035] The candidate configuration generation module first matches the same ship type template with multiple green energy types based on the allowed configuration relationships recorded in the ship type template. In one embodiment, the green energy types are set as pure batteries, LNG, methanol, and hydrogen fuel cells; if the structural space, power system installation conditions, or rated power range in the ship type template does not support a certain green energy type, no corresponding combination is formed. After successful matching, the candidate configuration generation module associates the ship type identifier, green energy type, and ship power system identifier to form candidate combinations.

[0036] For each candidate combination, the candidate configuration generation module updates the design deadweight and design draft of the hull template based on the corresponding ship propulsion system mass and energy storage capacity. Specifically, the candidate configuration generation module reads the reference propulsion system mass when the hull template uses the reference propulsion system, calculates the mass difference between the candidate ship propulsion system mass and the reference propulsion system mass; then, based on the energy storage capacity and the unit capacity mass of the corresponding energy storage device, it calculates the mass of the energy storage device; and writes the mass difference and the energy storage device mass into the mass change of the candidate combination.

[0037] In one implementation, the updated design deadweight is calculated according to the following formula: W1 = W0 - ΔM; where W1 is the updated design deadweight, W0 is the baseline design deadweight, and ΔM is the increased mass of the ship's propulsion system and energy storage devices relative to the baseline hull form. The updated design draft is calculated according to the following formula: T1 = T0 + ΔM / (ρ × A); where T1 is the updated design draft, T0 is the baseline design draft, ρ is the water density of the navigation area, and A is the waterline area parameter corresponding to the hull form template. For candidate ship propulsion system masses less than the baseline propulsion system mass, ΔM takes a corresponding negative value; the candidate configuration generation module updates the design deadweight and design draft according to the calculation relationship.

[0038] In another implementation, the hull form database stores design deadweight and design draft correction values ​​corresponding to different ship propulsion system masses and energy storage capacities. The candidate configuration generation module uses the hull form identifier, green power energy type, and energy storage capacity as query conditions to read the corresponding correction values ​​from the hull form database and update the baseline design deadweight and baseline design draft. When using a table lookup method, the correction values ​​in the hull form database are generated from ship design calculation records or existing hull form test records.

[0039] The candidate configuration generation module writes the unit voyage energy consumption for each candidate combination. The unit voyage energy consumption is the amount of energy consumed by the candidate ship type per unit distance under set design speed, ship load conditions, and reference navigation conditions; pure battery configurations are recorded in kWh / km, while LNG, methanol, and hydrogen fuel cell configurations are recorded in kg / km. For cases where multiple energy storage capacities exist for the same green energy type, the candidate configuration generation module generates corresponding records for each; the energy storage capacity, unit voyage energy consumption, and interface standard in each record adopt the metering rules under the same energy type.

[0040] The candidate hull configuration record includes the current voyage mission identifier, target route identifier, candidate hull identifier, hull template identifier, overall length, beam, depth, surface height, updated design draft, updated design deadweight, minimum turning radius, green energy type, ship propulsion system identifier, energy storage capacity, energy consumption per unit voyage, design speed, and interface standard. The candidate configuration generation module binds the above fields to the same record, ensuring that subsequent channel throughput comparisons and energy supply continuity calculations are performed on the same candidate hull configuration record.

[0041] When the ship type template lacks overall length, beam, reference design draft, or reference design deadweight, the candidate configuration generation module will not generate a corresponding candidate ship type configuration record. When the mass of the candidate ship's power system, energy storage capacity, or energy consumption per unit voyage is missing, the corresponding candidate combination will be marked as pending review. When different data sources use inconsistent energy measurement units, the candidate configuration generation module will perform unit conversion according to the type of green power energy. The energy storage capacity, energy consumption per unit voyage, energy replenishment capacity, and segment energy demand in the same candidate ship type configuration record will use the same measurement unit.

[0042] In one specific implementation, a ship type template T1000 exists in the ship type database. This template has a total length of 86m, a beam of 15.6m, a baseline design draft of 2.10m, and a baseline design deadweight of 1000t. The candidate configuration generation module reads that this template allows for the configuration of pure battery, LNG, and methanol propulsion systems. The pure battery configuration has an energy storage capacity of 1800kWh, and the ship's propulsion system and energy storage device increase in mass by 80t compared to the baseline propulsion system, resulting in an updated design deadweight of 920t and an updated design draft of 2.18m. The LNG configuration has an energy storage capacity of 32t, a mass change of 45t, an updated design deadweight of 955t, and an updated design draft of 2.15m. The methanol configuration has an energy storage capacity of 42t, a mass change of 58t, an updated design deadweight of 942t, and an updated design draft of 2.16m. Based on this, the candidate configuration generation module generates three candidate ship type configuration records.

[0043] In one implementation, the same hull form template can be bound to multiple energy storage capacities. For example, a pure battery configuration can be bound to energy storage capacities of 1600 kWh and 1800 kWh respectively. The candidate configuration generation module calculates the mass, design load capacity, and design draft of the energy storage device corresponding to the two capacities, and generates two candidate hull form configuration records. The two records have the same hull form template identifier and green power energy type, but have different candidate hull form identifiers, energy storage capacities, and updated design drafts.

[0044] The candidate vessel configuration records generated in this step are associated with the route constraint records generated in S100 through the target route identifier and the current voyage mission identifier. The overall length, beam, surface height, design draft, minimum turning radius, and design deadweight in the candidate vessel configuration records serve as inputs for S300 to compare channel throughput. The green energy type, energy storage capacity, energy consumption per unit distance, and interface standard serve as inputs for S400 to generate the supply node sequence and calculate the segment's energy demand. After the candidate configuration generation module completes all candidate vessel configuration records, it sends these records to the channel throughput screening module, triggering S300.

[0045] In one specific embodiment, in S200, ship templates are obtained from ship type data, and the main dimensions and design draft of each ship template are bound with the green power energy type, energy storage capacity and energy consumption per unit voyage to generate candidate ship type configuration records.

[0046] After receiving the route constraint record and energy supply facility record generated by the route constraint construction module, the candidate configuration generation module first reads the target route identifier and the current voyage mission identifier carried therein, and uses the target route identifier as the associated field for all subsequent candidate ship type configuration records. The candidate configuration generation module accesses the ship type database and obtains multiple ship type templates from the ship type data; the ship type data includes ship type templates, ship performance parameters, and propulsion system data.

[0047] Each of the aforementioned ship type templates is a structured record of a basic hull design for an inland waterway vessel, including at least the ship type designation, overall length, beam, depth, reference design draft, reference design deadweight, reference light vessel mass, waterline area parameters, design speed, and permitted ship propulsion system configuration; the ship performance parameters include water height, minimum turning radius, design displacement, and energy consumption per unit voyage under different ship loading conditions; the propulsion system data includes the ship propulsion system mass, rated power, energy storage device mass, energy storage capacity, interface standards, and corresponding green energy type.

[0048] The candidate configuration generation module matches the same ship type template with multiple green energy types based on the allowed configuration relationships recorded in the ship type template. These green energy types include pure batteries, LNG, methanol, and hydrogen fuel cells. If the structural space, power system installation conditions, or rated power range in the ship type template does not support a particular green energy type, no corresponding combination is formed. After a successful match, the candidate configuration generation module associates the ship type identifier, the green energy type, and the ship's power system identifier to form a candidate combination.

[0049] For each candidate combination, the candidate configuration generation module needs to determine the mass change of the combination relative to the benchmark ship type scheme. The mass change consists of two sources: the mass difference of the candidate ship's propulsion system relative to the benchmark propulsion system, and the mass of the energy storage device.

[0050] The candidate configuration generation module reads the mass of the reference power system when the ship template adopts the reference power system, calculates the difference between the mass of the candidate ship power system and the mass of the reference power system, and then calculates the mass of the energy storage device based on the energy storage capacity and the unit capacity mass of the corresponding energy storage device.

[0051] To provide a unified description of the aforementioned cumulative mass change relationship, Formula ① gives the complete expression for the mass change. This mass change differs from the static record of the ship's own weight; instead, it integrates two independent factors—power system replacement and the addition of energy storage devices—into a single comprehensive influence quantity. This comprehensive influence quantity directly determines the update range of subsequent design deadweight and design draft.

[0052] In engineering practice, when configuring an LNG propulsion system on the same ship type template, the LNG storage tank and gas supply system may increase in mass compared to the benchmark diesel engine system, or decrease in mass due to the elimination of the diesel engine. Therefore, the mass change can be positive or negative, with a negative value indicating that the candidate configuration has a mass advantage over the benchmark scheme.

[0053] Formula ①:

[0054] Wherein, ∆: represents the mathematical symbol for "change" or "difference", which in this formula refers to "the change in mass relative to the reference state" and is not used in dimensional calculations alone; M: stands for "mass". The main element representing the change in mass in the combination; : A complete variable with index, consisting of ∆ and M, representing the mass change of the c-th candidate combination relative to the baseline ship type scheme; c: As an index symbol for candidate combinations, it indicates the sequence number of the candidate combination formed by matching the current ship type template with each type of green power energy and each energy storage capacity; Superscript (c): A lowercase Latin letter index mark in parentheses, attached to the upper right corner of the variable, indicating that the variable belongs to the c-th candidate combination; Where p represents mass, the subscript c represents "power system", and the whole represents the mass of the candidate ship power system in the i-th candidate combination; Superscript (0): A numeric zero mark enclosed in parentheses, placed in the upper right corner of the variable, indicating the value corresponding to the "baseline state" or "baseline ship type scheme"; : Variables marked with a reference state indicate the mass of the reference power system when the same ship type template uses the reference power system; : q represents “capacity” or “quantity”, the subscript e represents “energy”, and the whole represents the energy storage capacity of the c-th candidate combination; The subscript 'e' represents "energy" and indicates the unit capacity mass of the corresponding energy storage device.

[0055] The "data source→indicator→variable" mapping is: extracting the candidate ship power system mass from the propulsion system data of the ship type database and recording it as , extracting the reference power system mass from the ship type template of the same database and recording it as , extracting the energy storage capacity from the propulsion system data and recording it as , extracting the mass per unit capacity from the energy storage device mass field and recording it as , the four together form the mass variation of Formula ① .

[0056] After obtaining the mass variation, the candidate configuration generation module updates the designed deadweight of the ship type template. The updated designed deadweight is obtained by subtracting the above mass variation from the reference designed deadweight, and Formula ② gives this update relationship.

[0057] The practical significance of the designed deadweight update lies in: when the candidate configuration increases the ship's self-weight by adding an energy storage device or replacing the power system, the available cargo carrying capacity of the ship decreases correspondingly; conversely, if the candidate configuration reduces the mass compared with the reference scheme, the available cargo carrying capacity increases.

[0058] This update enables the designed deadweight field in the subsequent S300 channel navigability screening to reflect the actual transportation capacity of different power configurations, instead of using a fixed design value unrelated to the power configuration.

[0059] Formula ②:

[0060] wherein, : represents the updated designed deadweight of the c-th candidate combination; : represents the reference designed deadweight of the ship type template; W: represents "deadweight", which is used as the basic physical quantity symbol in and ; : defined as in Formula ①, representing the mass variation of the c-th candidate combination relative to the reference ship type scheme, which is calculated by Formula ① and transmitted to Formula ②; The definitions of superscripts (c) and (0) are the same as those in Formula ①.

[0061] The "data source→indicator→variable" mapping is: the output of Formula ① and the reference designed deadweight read from the ship type database together form the updated designed deadweight of Formula ② .

[0062] The candidate configuration generation module stores the mass variation calculated by Formula ① and the updated design deadweight obtained by Formula ② as intermediate quantities in the temporary cache of candidate combinations, for invocation in the subsequent design draft update step. After the processing link of this section is completed, the candidate configuration generation module transmits the mass variation of each candidate combination and the updated design deadweight to the design draft update sub-step, for subsequent processing by Formula ③.

[0063] The candidate configuration generation module receives the mass variation and updated design deadweight obtained from Formula ① and Formula ②, and further updates the design draft of the ship form template. The design draft is a key dimensional parameter for measuring the waterway passage capability of a ship, which directly affects the comparison result of water depth constraints in S300.

[0064] The update principle of the design draft is as follows: the mass change of the ship caused by configuring different power systems and energy storage devices will lead to a change in the displacement of the ship, and further change the immersion depth of the ship in water. Based on Archimedes' principle of buoyancy, the candidate configuration generation module divides the mass variation by the product of the water density of the navigation water area and the waterline area parameter to obtain the draft variation, and then adds it to the reference design draft to obtain the updated design draft.

[0065] Formula ③ gives this update relationship. The waterline area parameter is a pre-stored ship design feature value in the ship form template, representing the waterplane area of the ship in the design draft state, which is provided by the ship form database; the water density of the navigation water area is read by the system configuration according to the water area type of the target route.

[0066] Formula ③:

[0067] wherein, : represents the updated design draft of the c-th candidate combination, which is written into the design draft field of the candidate ship form configuration record, and serves as the core input item for comparison with the water depth constraint of the navigation segment in the S300 waterway passage capability comparison; : represents the reference design draft of the ship form template; : represents "draft", which is used as the basic physical quantity symbol in and ; : as defined in Formula ①, represents the mass variation of the c-th candidate combination, which is calculated by Formula ① and passed into Formula ③; : represents the water density of the navigation water area; : where the superscript (s) denotes "waterplane area", and the whole represents the waterplane area parameter corresponding to the ship form template; A: denotes "area", which serves as the basic physical quantity symbol in ; Superscript (s): the identifier denoting "waterplane area parameter"; : standard fraction operator, representing the arithmetic operation of dividing the numerator by the denominator.

[0068] The mapping of "data source → indicator → variable" is as follows: the output from Formula ① , the baseline design draft read from the ship form database and the waterplane area parameter , as well as the water density of the navigation waters read from the system configuration , the four together form the updated design draft of Formula ③ .

[0069] The candidate configuration generation module writes the updated design draft from Formula ③ and the updated design deadweight tonnage from Formula ② together into the temporary data structure of the candidate combination, as the complete hull state parameter set of the candidate combination; this parameter set will be bound to energy parameters such as energy consumption per unit voyage and interface standards in the subsequent processing of this step, to form a complete candidate ship form configuration record.

[0070] After the processing link of this paragraph is completed, the candidate configuration generation module transmits the updated design draft of each candidate combination and the updated design deadweight tonnage to the sub-step of energy consumption per unit voyage correction and candidate record generation.

[0071] The candidate configuration generation module receives the updated design deadweight tonnage and updated design draft obtained from Formula ② and Formula ③, determines the energy consumption per unit voyage for each candidate combination, and binds all hull parameters and energy parameters to generate a candidate ship form configuration record.

[0072] The energy consumption per unit voyage is the amount of energy consumed by a candidate ship form when sailing a unit distance under the set design speed, ship loading condition and baseline waterway condition; the pure battery configuration is recorded in kilowatt-hour per kilometer (kWh / km), and the LNG, methanol and hydrogen fuel cell configurations are recorded in kilogram per kilometer (kg / km). The source of the energy consumption per unit voyage is the corresponding value stored in the ship performance parameters of the ship form database, but when there are multiple energy storage capacities for the same green power energy type or the design draft changes, the candidate configuration generation module needs to correct the energy consumption per unit voyage according to the loading condition and the design draft, so as to reflect the energy consumption difference under different configurations.

[0073] Equation ④ gives the loading correction relationship for the energy consumption per unit voyage. The practical meaning of this correction relationship is: when the change in designed deadweight causes a deviation between the actual loading capacity of the ship and the reference loading capacity, the energy consumption per unit voyage of the ship changes correspondingly; when the change in designed draft causes the resistance characteristics of the ship to change, the energy consumption per unit voyage also shifts correspondingly. The candidate configuration generation module maps the energy consumption per unit voyage under the reference waterway condition to the actual energy consumption value corresponding to the current candidate combination through this correction.

[0074] Equation ④:

[0075] where: : represents the corrected energy consumption per unit voyage of the c-th candidate combination; q: a lowercase Latin letter, representing "unit energy consumption" or "specific energy consumption", which is used as the basic physical quantity symbol in and ; Superscript (0,c): where the first position is the number 0 and the second position is the index c, this superscript represents the "reference state of the c-th candidate combination", that is, the energy consumption per unit voyage of this combination under the reference designed draft, reference designed deadweight and reference waterway condition; : represents the reference energy consumption per unit voyage of the c-th candidate combination; : where the superscript (W) indicates that this coefficient is related to "deadweight", the whole represents the loading capacity influence coefficient, which indicates the influence degree of the relative change of deadweight on energy consumption; : represents the basic symbol of "influence coefficient" or "weight coefficient", which is used as the basic coefficient symbol in and ; Superscript (W): indicates that this coefficient is related to "deadweight"; : the superscript indicates that this coefficient is related to "draft", the whole represents the draft influence coefficient, which indicates the influence degree of the relative change of draft on energy consumption, is read from the working condition relation table of the ship type database, and its value ranges from 0.2 to 0.8; Superscript : indicates that this coefficient is related to "draft"; : as defined in Equation ②, represents the reference designed deadweight, which is read from the ship type database; : as defined in Equation ②, represents the updated designed deadweight, which is calculated by Equation ② and passed to Equation ④; : Same as the definition in formula ③, representing the updated design draft, which is calculated by formula ③ and passed into formula ④; As defined in formula ③, it represents the baseline design draft, which is read from the ship type database; Fraction : Indicates the relative rate of change of load capacity; Fraction : Indicates the relative rate of change of draft.

[0076] The mapping from "data source → indicator → variable" is as follows: output by formula ② Formula ③ output The benchmark unit voyage energy consumption read from the ship performance parameters in the ship type database. and benchmark design load capacity The baseline design draft is read from the ship template field of the ship type database. And the load factor influence coefficient read from the working condition relationship table. and draft influence coefficient The seven factors together form the modified energy consumption per unit distance in formula ④. .

[0077] After completing the unit voyage energy consumption correction, the candidate configuration generation module integrates all parameters of each candidate combination into a candidate ship type configuration record.

[0078] The candidate hull configuration record includes the mission identifier, target route identifier, candidate hull identifier, hull template identifier, overall length, beam, depth, surface height, and updated design draft. Updated design load capacity Minimum turning radius, type of green energy source, ship propulsion system identification, energy storage capacity Energy consumption per unit range Design speed and interface standards.

[0079] The candidate configuration generation module binds the above fields to the same record, forming the integrity and internal consistency of the data structure. This ensures that the subsequent S300 channel passability comparison and S400 energy supply continuity calculation are performed on the same candidate ship configuration record, avoiding the failure of the corresponding relationship caused by the separate screening and loose combination of hull parameters and energy parameters.

[0080] When multiple energy storage capacities exist for the same green energy type, the candidate configuration generation module generates corresponding records for each. For example, when pure battery configurations are bound to energy storage capacities of 1600kWh and 1800kWh respectively, the candidate configuration generation module calculates the mass of the energy storage device, design load capacity, design draft, and corrected energy consumption per unit voyage for the two capacities, generating two candidate ship type configuration records. The two records have the same ship type template identifier and green energy type, but have different candidate ship type identifiers, energy storage capacities, updated design drafts, and updated energy consumption per unit voyage.

[0081] When the ship type template lacks overall length, beam, reference design draft, or reference design deadweight, the candidate configuration generation module does not generate a corresponding candidate ship type configuration record. When the candidate ship's power system mass, energy storage capacity, or energy consumption per unit voyage is missing, the corresponding candidate combination is marked as pending review. This status field is associated with and saved with the candidate record, so that the records marked as pending review are subject to additional checks in subsequent S300 and S400 processes instead of being directly written as passed.

[0082] When different data sources use different units of energy measurement, the candidate configuration generation module performs unit conversion according to the type of green power energy to ensure that the energy storage capacity and energy consumption per unit distance in the configuration record of the same candidate ship type are measured in the same unit as the energy replenishment capacity and segment energy demand in the subsequent S400.

[0083] After the candidate configuration generation module completes all candidate vessel configuration records, it sends the candidate vessel configuration records to the waterway passability screening module, triggering S300; wherein, the overall length, beam, surface height, and design draft in the candidate vessel configuration records are... Minimum turning radius and design load capacity The green energy type and energy storage capacity are used as inputs for the S300's channel throughput comparison. Energy consumption per unit range The interface standard serves as input for the S400 to generate supply node sequences and calculate segment energy requirements.

[0084] Technical benefits of this section: The candidate configuration generation module establishes a complete data conversion link from the hull template to the candidate hull configuration record. In this link, the changes in mass, the update of design deadweight, the update of design draft, and the correction of energy consumption per unit voyage are sequentially deduced, and a closed-loop dependency relationship is formed between the formulas. Each generated candidate hull configuration record contains all the hull parameters and energy parameters required for the subsequent two-stage screening, providing S300 and S400 with a unified structure, complete fields, and indexable processing objects. In particular, the update mechanism of design draft driven by changes in mass and the coupling relationship of energy consumption per unit voyage being jointly corrected by changes in load and draft ensure that different power configurations under the same hull template have independent hull operating parameters. The channel passability comparison results and the energy supply continuity calculation results are both executed on the same data record, avoiding the parameter mismatch problem caused by separating hull screening and power screening and then combining them in the prior art.

[0085] S300. Compare the candidate ship configuration record with the route constraint record to generate a candidate ship configuration record that satisfies the channel passage constraint.

[0086] This step is performed by the channel throughput screening module in the data processing equipment. The channel throughput screening module receives the candidate vessel configuration record generated in S200 and reads the route constraint record generated in S100 according to the target route identifier; for the same candidate vessel configuration record, the channel throughput screening module compares it sequentially with multiple segment constraints and port berth size constraints of the target route.

[0087] The channel passability screening module first compares the design draft with the water depth constraint. Specifically, for each segment of the target route, the water depth constraint for that segment is read, and the design draft in the candidate vessel configuration record is also read. In one implementation, the difference between the water depth constraint and the design draft is used as the water depth margin. When the water depth margin is not less than a preset water depth margin threshold, a water depth constraint passability status is generated for that segment; when the water depth margin is less than the preset water depth margin threshold, a water depth constraint non-passability status is generated for that segment.

[0088] The preset water depth margin threshold is provided by the route constraint configuration record. In one embodiment, the water depth value in the route constraint record already includes the navigation water depth margin requirement, in which case the design draft is directly compared with the water depth constraint. In another embodiment, the channel throughput screening module reads the corresponding water depth margin threshold according to the ship type and ship loading status, and then adds the water depth margin threshold to the design draft before comparing it with the segment water depth. The two embodiments are configured separately, and the same water depth comparison method is used for the same navigation mission.

[0089] For waterways containing bridges, the channel passability screening module reads the surface height from the candidate vessel configuration record and compares it with the bridge clearance constraint. If the difference between the bridge clearance constraint and the surface height is not less than a preset clearance margin threshold, a bridge clearance constraint passability status is generated; if the difference is less than the preset clearance margin threshold, a bridge clearance constraint failure status is generated. For waterways with no bridge marker in the route constraint record, bridge clearance comparison is not performed.

[0090] The channel throughput screening module also compares the overall length, beam, minimum turning radius, and ship performance parameters in the candidate ship configuration record with the curve radius constraints of the channel segment. In one implementation, the ship type database stores the allowable curve radii corresponding to candidate ship types at different speeds; the channel throughput screening module reads the allowable curve radius at the corresponding speed based on the planned sailing time and channel length, and compares it with the channel curve radius constraints. If the channel curve radius is not less than the allowable curve radius corresponding to the candidate ship type, a curve radius constraint compliance status is generated; otherwise, a curve radius constraint failure status is generated.

[0091] For the starting port, ending port, and planned intermediate ports of the target route, the channel throughput screening module compares the overall length, beam, and design draft in the candidate vessel configuration record with the berth length, berth width, and berth depth in the berth dimensional constraints. If the overall length is not greater than the allowable length corresponding to the berth length, the beam is not greater than the allowable beam corresponding to the berth width, and the design draft is not greater than the berth depth constraint, a berth dimensional constraint passability status is generated; if any comparison result does not meet the corresponding constraint, a berth dimensional constraint failure status is generated.

[0092] The channel passability screening module saves the comparison results of each candidate vessel configuration record in the order of the channel segments. When all water depth constraints, bridge clearance constraints, curve radius constraints, and berth size constraints are in a passable state, the corresponding candidate vessel configuration record is retained and marked as a candidate vessel configuration record that meets the channel passability constraints; when any comparison result is in a non-passable state, the corresponding record is removed from the candidate vessel configuration records entering S400, and a record of constraint non-compliance is generated.

[0093] The constraint failure records include the current voyage mission identifier, target route identifier, candidate vessel type identifier, green power energy type, constraint type, corresponding waterway segment or port, constraint comparison value, constraint threshold, and reason for rejection. When multiple failure states exist for the same candidate vessel type configuration record, the waterway passability screening module generates multiple constraint failure records respectively; these multiple records use the same candidate vessel type identifier and are respectively bound to the corresponding waterway segment identifier or port identifier. When the water depth constraint fails, the constraint comparison value records the design draft or water depth margin; when the bridge clearance constraint fails, the constraint comparison value records the water height or clearance margin; when the curve radius constraint fails, the constraint comparison value records the allowable curve radius; when the berth dimension constraint fails, the overall length, beam, or design draft are recorded respectively.

[0094] When key fields in the route constraint record are in a pending review state, the channel throughput screening module does not write the corresponding comparison result as a passable state. These key fields include water depth, bridge clearance, curve radius, and berth dimensions of the planned port of call. For fields with inconsistent data sources, the constraint values ​​stored in S100 are used for comparison, and the data source identifier is retained in the comparison record. When a candidate vessel configuration record lacks surface height or minimum turning radius, the channel throughput screening module generates a record where the constraints corresponding to the missing field are not met, and does not send the corresponding configuration to S400.

[0095] In one specific implementation, the pure battery candidate vessel configuration record generated by S200 has a total length of 86m, a beam of 15.6m, a design draft of 2.18m, a water height of 7.50m, and an allowable turning radius of 390m. The water depth constraint for the third segment of the target route is 2.60m, the bridge clearance constraint is 8.20m, the turning radius constraint for the fourth segment is 420m, and the berth length at the destination port is 100m, the berth width is 18m, and the berth water depth is 2.80m. The channel passability screening module performs comparisons sequentially, and the candidate vessel configuration record passes all comparisons and is therefore retained.

[0096] In the same implementation, another candidate ship configuration record has a design draft of 2.68m; the channel passability screening module compares this design draft with the 2.60m water depth constraint of the third segment and generates a water depth constraint failure status; the candidate ship identifier in the corresponding constraint failure record is written to this configuration identifier, the constraint type is written to water depth constraint, the corresponding segment is written to the third segment identifier, the constraint comparison value is written to 2.68m, the constraint threshold is written to 2.60m, and the reason for rejection is written as design draft exceeds segment water depth constraint.

[0097] This step outputs records of candidate vessel configurations that meet the channel passage constraints and records of those that do not. The records of candidate vessel configurations that meet the channel passage constraints are sent to the energy replenishment feasibility screening module as input for S400 to match energy replenishment facilities and calculate the energy demand for the voyage segment. Records of those that do not meet the constraints are associated with the current voyage mission identifier and can be retrieved in S500. Even when there are no records of candidate vessel configurations that meet the channel passage constraints, the data processing equipment still enters the result generation process, and S500 generates key performance comparison results based on the already generated records of those that do not meet the constraints.

[0098] S400. For the candidate vessel configuration records that meet the channel passability constraints, match energy supply facilities according to green power energy type and interface standard, and arrange them as a supply node sequence along the target route; calculate the segment energy demand between adjacent supply nodes in sequence, deduct the segment energy demand from the ship's available energy, and update the ship's available energy at the supply node according to the energy supply capacity and supply operation duration; generate a feasible vessel configuration set from the candidate vessel configuration records where the segments between adjacent supply nodes all meet the endurance constraints.

[0099] This step is performed by the energy replenishment feasibility screening module in the data processing equipment. The energy replenishment feasibility screening module receives the candidate vessel configuration records that meet the channel passage constraints generated in S300, and reads the energy replenishment facility records and route constraint records generated in S100 according to the target route identifier; the green power energy type, energy storage capacity, energy consumption per unit voyage, and interface standard in the candidate vessel configuration records are used as the configuration parameters for generating the replenishment node sequence and calculating the energy amount in this step.

[0100] The energy replenishment feasibility screening module matches energy replenishment facilities individually for each candidate ship configuration record. Specifically, it matches the green power energy type in the candidate ship configuration record with the energy replenishment facility type in the energy replenishment facility record; pure battery configurations are matched with charging facilities, LNG configurations with LNG refueling facilities, methanol configurations with methanol supply facilities, and hydrogen fuel cell configurations with hydrogen refueling facilities. After matching the energy type, it further compares the interface standards in the candidate ship configuration record with the interface standards in the energy replenishment facility record; if both the energy type and interface standard match, the corresponding energy replenishment facility is retained.

[0101] The energy replenishment feasibility screening module also reads the availability status and validity period of energy replenishment facilities from the records. Only energy replenishment facilities with an availability status and a validity period covering the planned voyage time participate in the generation of the replenishment node sequence in this candidate vessel configuration record. For situations where multiple matching facilities exist at the same port, in one implementation, the energy replenishment capabilities of multiple facilities are added together, and the shorter common available replenishment operation time is used. In another implementation, facility records are generated separately, and the facility providing the largest amount of energy is selected as the corresponding energy replenishment facility for that port.

[0102] The energy replenishment feasibility screening module uses the starting and ending ports of the target route as replenishment nodes; and the ports corresponding to the screened energy replenishment facilities as intermediate replenishment nodes. The starting port corresponds to the initial energy state recorded in the candidate ship configuration record; the ending port serves as the termination node for the full voyage energy calculation. When a matching energy replenishment facility exists at the starting port, the facility data is bound to the starting port node; when no matching facility exists at the starting port, the initial energy state is set according to the energy storage capacity in the candidate ship configuration record.

[0103] The energy replenishment feasibility screening module arranges the originating port, intermediate replenishment nodes, and destination port according to the channel mileage of each port on the target route, generating a replenishment node sequence. Each replenishment node in the sequence includes a node number, port identifier, channel mileage, energy replenishment facility type, energy replenishment capacity, interface standard, replenishment operation duration, availability status, and status validity period. When there is no matching energy replenishment facility at the originating port or destination port, the corresponding energy replenishment capacity field is written as 0. When different candidate ship types have different green power energy types or interface standards, corresponding replenishment node sequences are generated respectively.

[0104] Adjacent replenishment nodes may consist of a single route segment or multiple consecutive segments. The energy replenishment feasibility screening module reads all route constraint records between two adjacent replenishment nodes and calculates the segment length between them; then it reads the water depth, current velocity, and corresponding vessel loading status for each segment. The current velocity is derived from hydrological data; when the current direction is the same as the vessel's navigation direction, it is recorded as downstream; when the current direction is opposite to the vessel's navigation direction, it is recorded as upstream.

[0105] The energy replenishment feasibility screening module calculates the segment energy demand based on the unit voyage energy consumption in the candidate ship configuration record and the segment environment between adjacent replenishment nodes. In one implementation, the segment energy demand between current adjacent replenishment nodes is calculated according to the following formula: E = Σ(Li × q × ki); where E is the segment energy demand between current adjacent replenishment nodes, Li is the segment length of the i-th segment, q is the unit voyage energy consumption in the candidate ship configuration record, and ki is the conversion factor corresponding to the i-th segment. The conversion factor is formed by multiplying sub-factors corresponding to water depth, current speed, and ship loading conditions.

[0106] In one implementation, the conversion factor is read from the operating condition relationship table in the ship type database. The operating condition relationship table stores the corresponding conversion factor using ship type identifier, water depth range, current speed range, and ship loading status as query conditions. If no corresponding operating condition relationship table exists, the baseline conversion factor in the candidate ship type configuration record is used. For pure battery configurations, segment energy demand is recorded in kWh; for LNG, methanol, and hydrogen fuel cell configurations, segment energy demand is recorded in kg. The energy storage capacity, energy replenishment capacity conversion results, onboard available energy, and segment energy demand in the same candidate ship type configuration record use the same unit of measurement.

[0107] The energy replenishment feasibility screening module sets the ship's available energy quantity corresponding to the starting port based on energy storage capacity and safety reserve coefficient. In one implementation, the ship's available energy quantity corresponding to the starting port is calculated as C0 = C × (1 - r); where C0 is the ship's available energy quantity, C is the energy storage capacity, and r is the safety reserve coefficient. The energy quantity corresponding to the safety reserve coefficient is not included in the energy deduction for normal voyages; when the available capacity corrected by the safety reserve is already written in the candidate ship configuration record, this available capacity is directly read as the ship's available energy quantity corresponding to the starting port.

[0108] The energy replenishment feasibility screening module calculates the energy status between adjacent replenishment nodes sequentially, starting from the originating port, according to the replenishment node sequence. For the current adjacent replenishment node, the current available shipboard energy is compared with the energy demand for the corresponding segment. If the current available shipboard energy is not less than the segment's energy demand, the segment's energy demand is subtracted from the current available shipboard energy to obtain the available shipboard energy at the next replenishment node. If the current available shipboard energy is less than the segment's energy demand, the adjacent replenishment node interval is marked as failing the endurance constraint, and a record of constraint failure corresponding to the energy replenishment feasibility constraint is generated.

[0109] After a vessel arrives at a replenishment node with matching energy replenishment facilities, the energy replenishment feasibility screening module calculates the energy quantity corresponding to that replenishment node based on its energy replenishment capacity and replenishment operation duration. For charging facilities, the energy quantity is the product of charging power and replenishment operation duration, expressed in kWh; for LNG refueling facilities, methanol supply facilities, and hydrogen refueling facilities, the energy quantity is the product of replenishment rate and replenishment operation duration, expressed in kg. If the energy replenishment facility has a single replenishment limit, in one embodiment, the single replenishment limit is compared with the calculated energy quantity, and the smaller value is selected as the energy quantity corresponding to that replenishment node.

[0110] The energy replenishment feasibility screening module calculates the replenishment requirement of the current replenishment node based on the energy requirement of the next adjacent replenishment node for that segment. The replenishment requirement is the difference between the energy requirement of the next segment and the ship's available energy quantity upon arrival at the current replenishment node; if the difference is less than 0, the replenishment requirement is recorded as 0. If the energy quantity corresponding to the current replenishment node is not less than the replenishment requirement, the ship's available energy quantity upon arrival at the current replenishment node is added to the energy quantity, and the ship's available energy quantity upon departure from the current replenishment node is updated with the upper limit obtained by subtracting the safety reserve energy quantity from the energy storage capacity in the candidate ship configuration record.

[0111] When the energy supply at the current replenishment node is less than the replenishment demand, the energy replenishment feasibility screening module generates an energy replenishment feasibility constraint failure status. The corresponding constraint failure record includes the candidate ship type identifier, green power energy type, current port identifier, energy supply, replenishment demand, and reason for rejection. If the current replenishment node does not have an energy replenishment facility that matches the candidate ship type configuration record, the node will not be included in the replenishment node sequence as an intermediate replenishment node. If the segment energy demand of the adjacent replenishment node interval formed by this exceeds the ship's available energy supply, a range constraint failure status will be generated in the corresponding interval.

[0112] The energy replenishment feasibility screening module repeatedly performs segment energy demand calculation, energy deduction, replenishment demand calculation, and onboard available energy update according to the replenishment node sequence until the destination port. Each calculation generates an energy status record; the energy status record includes candidate ship type identifier, current replenishment node, next replenishment node, segment energy demand, onboard available energy at departure, onboard available energy at arrival, replenishment energy, and updated onboard available energy. The energy status record is associated with and stored in the candidate ship type configuration record.

[0113] When the availability status of a replenishment node changes during the calculation, the energy replenishment feasibility screening module rereads the energy replenishment facility record for that node. If the availability status changes to inactive, or the status validity period no longer covers the planned voyage time, the corresponding node is removed from the replenishment node sequence, and the energy requirements for subsequent voyages are recalculated starting from the previous replenishment node. When the interface standard of the energy replenishment facility record changes, energy type and interface standard matching is re-executed; facilities that no longer match are removed from the replenishment node sequence of the corresponding candidate ship configuration record.

[0114] In one specific implementation, the energy storage capacity of the pure battery candidate ship configuration is recorded as 1800 kWh, with a safety reserve coefficient of 0.20, and the available onboard energy at the starting port is 1440 kWh. Based on the green energy type and the CCS2 interface standard, the energy replenishment feasibility screening module selects charging facilities at ports P1 and P4 from the energy replenishment facility record, and arranges the starting port P1, intermediate port P4, and ending port P6 as a replenishment node sequence. The voyage length between P1 and P4 is 120 km, corresponding to an energy demand of 960 kWh. After deducting 960 kWh from the 1440 kWh, the available onboard energy upon reaching P4 is 480 kWh.

[0115] The charging facility at port P4 has a power of 500kW, a resupply operation time of 1.5 hours, and a corresponding energy requirement of 750kWh. The energy requirement for the segment between P4 and P6 is 620kWh, with a resupply requirement of 140kWh. The energy resupply feasibility screening module adds 480kWh to 750kWh and updates the ship's available energy at departure from P4 to 1230kWh according to the upper limit corresponding to the energy storage capacity and safety reserve coefficient. After deducting the 620kWh between P4 and P6, the ship's available energy at the destination port P6 is 610kWh. All adjacent resupply node intervals recorded in the candidate ship configuration records are in a state of passing the endurance constraint.

[0116] In another specific implementation, another pure battery candidate vessel configuration on the same target route has an energy storage capacity of 1000kWh, a safety reserve coefficient of 0.20, and an onboard available energy quantity of 800kWh at the starting port; the energy demand for the segment between P1 and P4 is 900kWh. Since 800kWh is less than 900kWh, the energy replenishment feasibility screening module generates a "endurance constraint failure" status in the P1 to P4 interval and generates a corresponding constraint failure record; this candidate vessel configuration record is not included in the feasible vessel configuration set.

[0117] For LNG candidate vessel configuration records, the energy replenishment feasibility screening module matches the LNG bunkering facility at port P3 according to the LNG interface standard, forming a replenishment node sequence of P1, P3, and P6. Segment energy demand, onboard available energy, and energy quantity are all recorded in kg and deducted and updated according to the same processing order. For methanol and hydrogen fuel cell candidate vessel configuration records, the corresponding energy type facility records and units of measurement are used for processing, respectively.

[0118] When all segments between adjacent replenishment nodes meet the endurance constraint, and the energy quantity corresponding to each intermediate replenishment node is not less than the replenishment requirement, the energy replenishment feasibility screening module writes the corresponding candidate ship configuration record into the feasible ship configuration set. If any adjacent replenishment node segment or replenishment node does not meet the energy replenishment feasibility constraint, the corresponding candidate ship configuration record is not written into the feasible ship configuration set. The feasible ship configuration set formed in this step includes candidate ship configuration records, replenishment node sequences, and energy status records for each segment, and is sent to the multi-objective evaluation module as input for S500 to calculate the comprehensive score. The constraint non-compliance records formed in this step are stored together with the constraint non-compliance records formed in S300.

[0119] S500. Calculate a comprehensive score based on the set of feasible ship configurations and generate a recommended ship configuration ranking list.

[0120] This step is executed by the multi-objective evaluation module and the recommendation result generation module in the data processing equipment. The multi-objective evaluation module receives the feasible ship configuration set formed by S400; each candidate ship configuration record in the feasible ship configuration set is associated with the replenishment node sequence, segment energy demand, changes in onboard available energy, and energy replenishment facility records. The multi-objective evaluation module calculates energy efficiency indicators, environmental indicators, economic indicators, and safety indicators based on the above records, and writes the calculation results into the corresponding candidate ship configuration record.

[0121] In one implementation, the energy efficiency index is calculated based on the total energy demand and transport volume for the entire voyage. The multi-objective evaluation module adds up the energy demands for each segment corresponding to the candidate ship configuration records to form the total energy demand for the entire voyage; then, based on the updated design deadweight, target route length, and total energy demand for the entire voyage, it calculates the energy consumption per unit transport volume. For different green energy types, the total energy demand for the entire voyage is first converted to a unified calorific value unit according to the corresponding conversion factor, and then normalized; when comparing within the same green energy type, the corresponding energy measurement unit is directly used for normalization.

[0122] Environmental indicators are calculated based on the energy demand and corresponding emission factors for each voyage segment. The multi-objective evaluation module reads the green power energy type from the candidate ship configuration record and the corresponding CO2 emission factor and NO emission factor from the emission factor configuration record. x Emission factors are calculated by multiplying the energy demand for each segment by the corresponding emission factor to generate the emissions for each segment. The emissions for each segment are then summed to form the environmental indicators corresponding to the candidate ship configuration record. In the implementation of a pure battery configuration, the emission factor is configured according to the power source corresponding to the resupply node; when the power source is not distinguished, a uniform power emission factor corresponding to the planned voyage time is used.

[0123] The economic indicators are calculated based on construction cost parameters, total voyage energy demand, energy replenishment price, and replenishment operation duration. In one implementation, the multi-objective evaluation module reads the construction cost parameters corresponding to the candidate ship configuration records and reads the energy price of each replenishment node within the planned voyage time; it multiplies the replenishment energy quantity of each replenishment node by the corresponding energy price to form the replenishment cost; it converts the replenishment operation duration into operation time cost according to the time cost configuration records; and then it normalizes the construction cost parameters, replenishment cost, and operation time cost according to a preset calculation period to form the economic indicators.

[0124] Safety indicators are calculated based on channel throughput margin and energy margin. The multi-objective evaluation module reads the water depth margin, bridge clearance margin, curve radius margin, and berth size margin for each channel segment generated in S300; simultaneously, it reads the available onboard energy at arrival at each adjacent supply node interval generated in S400. These margins are normalized, and the smaller value is selected from the normalization results corresponding to multiple channels or nodes to form the safety indicators corresponding to the candidate ship configuration records. In one implementation, the safety indicators are calculated from channel throughput margin and energy margin according to corresponding weighting factors.

[0125] The multi-objective evaluation module normalizes energy efficiency, environmental protection, economic, and safety indicators. For energy efficiency, environmental protection, and economic indicators, smaller values ​​indicate a higher ranking, inverse normalization is used; for safety indicators, larger values ​​indicate a higher ranking, forward normalization is used. Normalization results are written in the range of 0 to 1; when multiple candidate ship configuration records for the same indicator have the same value, the normalization result corresponding to that indicator is written as a preset intermediate value.

[0126] The multi-objective evaluation module reads the weighting factors corresponding to each indicator and calculates the comprehensive score. In one implementation, the comprehensive score is calculated as S = w1F1 + w2F2 + w3F3 + w4F4; where S is the comprehensive score, F1 is the normalized energy efficiency indicator, F2 is the normalized environmental protection indicator, F3 is the normalized economic indicator, F4 is the normalized safety indicator, and w1, w2, w3, and w4 are the corresponding weighting factors, with the sum of all weighting factors being 1. For indicators that have undergone reverse normalization, a larger normalization value indicates that the corresponding indicator ranks higher in the ranking.

[0127] In implementations involving emission control zones, the multi-objective evaluation module matches the spatial location of the target route with the emission control zone; based on the segment positions in the route constraint record, it marks the segments located within the emission control zone; and it adds the lengths of these segments to obtain the segment lengths within the emission control zone. The multi-objective evaluation module calculates the ratio between the segment lengths within the emission control zone and the total length of the target route, and reads the weighting factors corresponding to the environmental indicators based on this ratio.

[0128] Specifically, in one implementation, the environmental indicator weights are calculated according to w2 = w20 + αR; where w20 is the baseline weight of the environmental indicator, R is the ratio between the segment length within the emission control area and the total length of the target route, and α is a conversion factor. After the environmental indicator weights change, the multi-objective evaluation module recalculates the remaining weight factors according to the relative proportions of each indicator, so that the sum of multiple weight factors is 1. When the emission control area has multiple levels, the segment length within each level is calculated separately, and the environmental indicator weights are calculated using the conversion factors corresponding to each level.

[0129] The recommendation result generation module sorts the candidate ship configuration records in the feasible ship configuration set according to the comprehensive score from largest to smallest, generating a recommended ship configuration ranking list. Each record in the recommended ship configuration ranking list includes a ranking number, candidate ship configuration identifier, ship configuration template identifier, overall length, beam, design draft, design deadweight, green power energy type, energy storage capacity, comprehensive score, energy efficiency index, environmental protection index, economic index, safety index, and replenishment node sequence identifier. When the comprehensive scores are the same, in one implementation, they are sorted according to the safety index from largest to smallest; if the safety indexes are still the same, they are sorted according to the total replenishment operation time from shortest to longest.

[0130] The recommendation result generation module also generates key performance comparison results based on the configuration records of each candidate ship type. These key performance comparison results include main dimensions, design draft, design deadweight, type of green power energy, total energy demand for the entire voyage, number of replenishment nodes, total replenishment energy consumption for the entire voyage, replenishment operation duration, CO2 emissions, and NOx emissions. xEmissions and overall score. The key performance comparison results are associated with the recommended ship type ranking list using the same candidate ship type identifier.

[0131] When the feasible vessel configuration set is empty, the recommendation result generation module reads the constraint non-compliance records formed by S300 and S400. These records are then arranged according to constraint type. Channel throughput constraints are categorized by water depth, bridge clearance, curve radius, and berth dimensions. Energy replenishment feasibility constraints are categorized by insufficient endurance, interface standard mismatch, insufficient energy replenishment capacity, and state validity period not covering the planned voyage time. The recommendation result generation module then writes the corresponding channel or port, constraint comparison value, constraint threshold, and candidate vessel identifier from each category of constraint non-compliance records into the key performance comparison results.

[0132] In one implementation, the feasible ship configuration set includes a pure battery configuration (E1), an LNG configuration (G1), and a methanol configuration (M1). After normalization, E1 has an energy efficiency index of 0.90, an environmental protection index of 0.95, an economic index of 0.72, and a safety index of 0.80. The corresponding indices for G1 are 0.78, 0.70, 0.88, and 0.86, and for M1 are 0.82, 0.82, 0.80, and 0.83. The weighting factors for each index are 0.25, 0.30, 0.25, and 0.20, respectively. The multi-objective evaluation module calculates a comprehensive score according to the weighting factors, and the recommendation result generation module arranges the three candidate ship configuration records according to the comprehensive score.

[0133] When 60% of the target route's segment length lies within the emission control area, the multi-objective evaluation module reads or calculates the environmental indicator weights based on this proportion. After adjusting the environmental indicator weights, multiple weight factors are recalculated to form a new comprehensive score. The weight factor source record, emission control area identifier, and segment length within the emission control area are all associated and saved with the comprehensive score record. When the recommended results are called again for the same navigation mission, the corresponding weight factors are recalculated according to the current planned navigation time and the current emission control area configuration.

[0134] When construction cost parameters, energy prices, or emission factors are missing, the multi-objective evaluation module marks the corresponding candidate ship configuration record as pending review. In one implementation, a default configuration record matching the green energy type and planned sailing time is invoked. If no matching default configuration record is found, the corresponding candidate ship configuration record is not written into the recommended ship sorting list, and a record with missing fields is generated. When the sum of weight factors is not 1, the multi-objective evaluation module normalizes the data according to the proportion of each weight factor to its total, and then calculates the comprehensive score.

[0135] The recommendation result generation module writes the recommended ship type ranking list, key performance comparison results, constraint non-compliance records, and calculation records of each indicator into the result database, and associates them with the target route identifier, the current voyage mission identifier, and the planned voyage time; the recommended ship type ranking list serves as the final output of this method. Route constraint records, candidate ship type configuration records, channel throughput comparison results, replenishment node sequences, energy status records, and comprehensive score records are established with a corresponding relationship based on the same voyage mission identifier, ensuring that each candidate ship type configuration record in the recommended ship type ranking list corresponds to its segment constraint comparison process and energy quantity change process.

[0136] Example 2: Figure 2 This diagram illustrates a structural block diagram of a method for recommending green inland waterway vessel types based on route adaptation, according to an embodiment of the present invention. Figure 2 As shown, the structure may include: The route constraint construction module 01 is used to acquire the target route's electronic nautical chart data and port facility data, extract water depth constraints, bridge clearance constraints, curve radius constraints, and berth size constraints by segment, and generate route constraint records and energy supply facility records. Specifically, the route constraint construction module receives the target route, the electronic nautical chart data, and the port facility data; divides the target route according to bridge location, curve location, port location, and water depth change location, and associates the segment location, segment length, water depth, bridge clearance, and curve radius for each segment; forms the berth size constraints based on the berth length, berth width, and berth water depth in the port facility data; and forms the energy supply facility records based on the energy supply facility type, energy supply capacity, interface standard, supply operation duration, availability status, and status validity period. When water depth, bridge clearance, curve radius, or berth dimensions are missing, the route constraint construction module retains the missing status for the corresponding route segment; when the validity period of the status corresponding to the available status does not cover the planned sailing time, the corresponding energy supply facility is not written into the energy supply facility record. The route constraint construction module provides the route constraint record corresponding to the target route to the candidate configuration generation module, and provides the energy supply feasibility screening module with the energy supply facility record; the route constraint record and the energy supply facility record are maintained in association with the target route.

[0137] The candidate configuration generation module 02, connected to the route constraint construction module, is used to obtain ship type templates from the ship type data, and bind the main dimensions and design draft of each ship type template with the green power energy type, energy storage capacity, and energy consumption per unit voyage to generate candidate ship type configuration records. Specifically, the candidate configuration generation module receives the target route correspondence provided by the route constraint construction module and reads multiple ship type templates from the ship type data. The ship type template includes overall length, beam, design draft, design deadweight, and ship performance parameters. Based on the ship propulsion system corresponding to each ship type template, the candidate configuration generation module binds the main dimensions and design draft with the green power energy type, energy storage capacity, energy consumption per unit voyage, and interface standard, respectively. It updates the design deadweight and design draft based on the ship propulsion system mass corresponding to the green power energy type and the energy storage capacity, and writes the updated fields into the candidate ship type configuration record. For ship type templates that correspond to multiple green energy types or multiple energy storage capacities, the candidate configuration generation module generates corresponding candidate ship type configuration records. For ship type templates lacking main dimensions, design draft, energy storage capacity, or energy consumption per unit voyage, no corresponding record is generated. The candidate configuration generation module provides the candidate ship type configuration records to the waterway passability screening module. The main dimensions and design draft in the candidate ship type configuration records serve as inputs for waterway passability comparison, while the green energy type, energy storage capacity, energy consumption per unit voyage, and interface standards serve as inputs for energy replenishment feasibility screening.

[0138] The channel throughput screening module 03 connects the candidate configuration generation module and the route constraint construction module. It is used to compare the candidate vessel configuration records with the route constraint records to generate candidate vessel configuration records that meet the channel throughput constraints. Specifically, the channel throughput screening module receives the candidate vessel configuration records provided by the candidate configuration generation module and calls the route constraint records provided by the route constraint construction module. For the same candidate vessel configuration record, the design draft is compared with the water depth constraints of each channel segment, the main dimensions and ship performance parameters are compared with the bridge clearance constraints and the curve radius constraints, and the main dimensions and the design draft are compared with the berth dimension constraints. The channel throughput screening module records the comparison results according to the segment order of the target route. When all comparisons meet the corresponding constraints, the candidate vessel configuration record is retained and a candidate vessel configuration record that meets the channel throughput constraints is generated. When any comparison does not meet the corresponding constraint, the corresponding candidate vessel configuration record is removed, and the candidate vessel identifier, green energy type, constraint type, corresponding segment or port, constraint comparison value, constraint threshold, and reason for removal are recorded. For segments with missing states in the route constraint record, the channel throughput screening module does not record the corresponding comparison result as satisfied. The channel throughput screening module provides the candidate vessel configuration record that meets the channel throughput constraints to the energy replenishment feasibility screening module; the green energy type, energy storage capacity, energy consumption per unit voyage, and interface standard retained in the candidate vessel configuration record are called by the energy replenishment feasibility screening module.

[0139] The energy replenishment feasibility screening module 04, connected to the channel passability screening module and the route constraint construction module, is used to match energy replenishment facilities from the energy replenishment facility record according to green power energy type and interface standard for the candidate ship configuration records that meet the channel passability constraints, and arrange them into a replenishment node sequence along the target route; calculate the segment energy demand between adjacent replenishment nodes in sequence, deduct the segment energy demand from the ship's available energy, and update the ship's available energy at the replenishment node according to the energy replenishment capacity and replenishment operation duration; and connect adjacent replenishment nodes... The system generates a feasible vessel configuration set by recording candidate vessel configurations that meet the endurance constraints for all segments of the route. Specifically, the energy replenishment feasibility screening module receives candidate vessel configuration records that meet the channel passability constraints provided by the channel passability screening module and calls the energy replenishment facility records provided by the route constraint construction module. It matches the green energy type and interface standard in the candidate vessel configuration records with the energy replenishment facility type and interface standard in the energy replenishment facility records, retaining energy replenishment facilities whose available status covers the planned voyage time. The energy replenishment feasibility screening module uses the starting port, ending port, and the port corresponding to the matched energy replenishment facilities of the target route as replenishment nodes, and generates a replenishment node sequence according to the sequential position of each replenishment node along the target route. It calculates the energy demand for the segment based on the segment length, energy consumption per unit distance, water depth, current speed, and vessel loading status between adjacent replenishment nodes. The energy replenishment feasibility screening module determines the ship's available energy quantity corresponding to the starting port based on energy storage capacity and safety reserve coefficient. It deducts the energy demand for the current segment from the current available energy quantity according to the replenishment node sequence, and records the available energy quantity upon arrival at the next replenishment node. Upon arrival at a replenishment node with matching energy replenishment facilities, it determines the energy quantity corresponding to the replenishment node based on the energy replenishment capacity and replenishment operation duration. This energy quantity is then added to the available energy quantity upon arrival, and updated with the energy storage capacity as the upper limit. If the current available energy quantity is less than the segment energy demand between the next adjacent replenishment node, or if the energy quantity corresponding to a replenishment node is less than the corresponding replenishment demand, the energy replenishment feasibility screening module records a state where the energy replenishment feasibility constraint is not met. If the endurance constraint is met between all adjacent replenishment nodes in the replenishment node sequence, the corresponding candidate ship configuration is recorded and written into the feasible ship configuration set. The energy replenishment feasibility screening module provides the set of feasible ship configurations to the recommendation result generation module; the set of feasible ship configurations retains the replenishment node sequence, segment energy demand and onboard available energy update records corresponding to each candidate ship configuration record.

[0140] The recommendation result generation module 05, connected to the energy replenishment feasibility screening module, is used to calculate a comprehensive score based on the feasible ship configuration set and generate a recommended ship configuration ranking list. Specifically, the recommendation result generation module receives the feasible ship configuration set provided by the energy replenishment feasibility screening module and reads the main dimensions, design draft, design deadweight, green power energy type, total voyage energy demand, replenishment node sequence, and onboard available energy update records corresponding to each candidate ship configuration record. It forms an energy efficiency index based on the total voyage energy demand and the design deadweight, an environmental protection index based on the total voyage energy demand and emission factors, an economic index based on construction cost parameters, energy replenishment capacity, replenishment operation duration, and energy price, and a safety index based on the channel throughput comparison results and the onboard available energy corresponding to each replenishment node. The recommendation result generation module normalizes the energy efficiency index, environmental protection index, economic index, and safety index, and calculates the comprehensive score based on the weight factors corresponding to each index. When the target route includes an emission control zone, it forms the weight factor corresponding to the environmental protection index based on the length of the segment located within the emission control zone. The recommendation result generation module arranges the candidate ship configuration records in the feasible ship configuration set according to the comprehensive score, and generates the recommended ship configuration ranking list. The recommended ship configuration ranking list records the candidate ship identification, ship template identification, main dimensions, design draft, design deadweight, green power energy type, energy storage capacity, comprehensive score, and supply node sequence. When the feasible ship configuration set is empty, the recommendation result generation module reads the constraint non-compliance records generated by the channel throughput screening module and the energy supply feasibility screening module, arranges the constraint non-compliance records according to the constraint type, and records the corresponding waterway or port, constraint comparison value, constraint threshold, and reason for removal. The recommended ship configuration ranking list, the comprehensive score, and the constraint non-compliance records are maintained in association with the target route, the candidate ship configuration records, and the supply node sequence.

Claims

1. A method for recommending green inland waterway vessel types based on route adaptation, characterized in that, include: S100. Obtain the electronic nautical chart data and port facility data of the target route, extract water depth constraints, bridge clearance constraints, curve radius constraints and berth size constraints according to the route segment, and generate route constraint records and energy supply facility records. S200. Obtain ship templates from ship type data, bind the main dimensions and design draft of each ship template with green power energy type, energy storage capacity and energy consumption per unit voyage, and generate candidate ship type configuration records. S300. Compare the candidate ship configuration record with the route constraint record to generate a candidate ship configuration record that satisfies the channel throughput constraint. S400. For the candidate vessel configuration records that meet the channel passability constraints, match energy supply facilities according to green power energy type and interface standard, and arrange them as a supply node sequence along the target route; calculate the segment energy demand between adjacent supply nodes in sequence, deduct the segment energy demand from the ship's available energy, and update the ship's available energy at the supply node according to the energy supply capacity and supply operation duration; generate a feasible vessel configuration set from the candidate vessel configuration records where the segments between adjacent supply nodes all meet the endurance constraints. S500. Calculate a comprehensive score based on the set of feasible ship configurations and generate a recommended ship configuration ranking list.

2. The method according to claim 1, characterized in that, Generate route constraint records, including: Based on the locations of bridges, bends, ports, and water depth changes along the target route, the target route is divided into multiple segments. Each waterway segment is assigned a waterway segment identifier, start and end points, water depth, bridge clearance, and curve radius. The berth dimension constraints are generated based on the berth length, berth width, and berth water depth of the ports along the target shipping route.

3. The method according to claim 1, characterized in that, The energy replenishment facility record includes port identification, facility location, energy replenishment facility type, energy replenishment capacity, interface standard, replenishment operation duration, availability status, and status validity period; When the validity period of the available status covers the planned voyage time, the corresponding energy supply facility will be retained in the energy supply facility record.

4. The method according to claim 1, characterized in that, Generate candidate ship configuration records, including: Based on the mass of the ship's power system corresponding to the green energy type and the energy storage capacity, update the design deadweight and design draft of the ship template. The updated design deadweight and design draft are bound to the overall length, beam, green power energy type, energy storage capacity, energy consumption per unit voyage, and interface standards of the ship type template to generate the candidate ship type configuration record.

5. The method according to claim 4, characterized in that, Generate candidate vessel configuration records that satisfy the channel passage constraints, including: For the same candidate ship configuration record, the design draft is compared with the water depth constraints of each section, the main dimensions and ship performance parameters are compared with the bridge clearance constraints and curve radius constraints of each section, and the main dimensions and design draft are compared with the berth dimension constraints. If all comparisons satisfy the corresponding constraints, the candidate ship configuration record is retained; If any comparison fails to meet the corresponding constraint, the candidate ship configuration record is removed and a constraint failure record is generated.

6. The method according to claim 1, characterized in that, The supply node sequence includes: Based on the green power energy type and interface standard in the candidate ship configuration record, energy supply facilities are selected from the energy supply facility record; The starting port, ending port, and the corresponding ports of the selected energy supply facilities of the target route are designated as supply nodes. The supply nodes are arranged according to their sequential positions along the target route to generate the supply node sequence.

7. The method according to claim 1, characterized in that, Calculate the segment energy demand between adjacent resupply nodes sequentially, including: The amount of shipboard available energy at the port of origin is determined based on the energy storage capacity and safety reserve coefficient. Calculate the current energy demand for the current route between adjacent replenishment nodes based on the route length between adjacent replenishment nodes, energy consumption per unit distance, and conversion factors corresponding to water depth, current speed, and ship loading. The available shipboard energy is obtained by subtracting the energy requirement for the voyage from the current available shipboard energy; The energy demand for each flight segment is calculated and deducted repeatedly for each adjacent supply node segment according to the supply node sequence.

8. The method according to claim 1, characterized in that, And at the replenishment node, update the ship's available energy quantity based on energy replenishment capacity and replenishment operation duration, including: The energy quantity corresponding to the supply node is determined by multiplying the energy supply capacity of the supply node by the supply operation duration. The ship's available energy quantity upon arrival at the resupply node is added to the energy quantity, and the ship's available energy quantity is updated with the energy storage capacity as the upper limit. If the available onboard energy before the update is less than the energy demand for the next adjacent replenishment node, or if the energy is less than the corresponding replenishment demand, a record is generated indicating that the constraint corresponding to the energy replenishment feasibility constraint is not satisfied.

9. The method according to claim 1, characterized in that, The comprehensive score calculation includes: Calculate the energy efficiency, environmental protection, economic and safety indicators corresponding to each candidate ship configuration record in the feasible ship configuration set; Each indicator is normalized, and the comprehensive score is calculated based on the weighting factor corresponding to each indicator. The target route is matched with the emission control area, and the weighting factor corresponding to the environmental protection indicator is determined based on the length of the route segment located within the emission control area.

10. The method according to claim 5, characterized in that, The record of non-compliance with constraints includes candidate ship type identifier, green energy type, constraint type, corresponding route or port, constraint comparison value, constraint threshold, and reason for rejection. When the set of feasible ship configurations is empty, the records of the constraints that are not met are arranged according to the constraint type, and a key performance comparison result containing the corresponding route or port is generated.

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