CN110029645B - Operation scheduling method for synchronous berthing of ship through ship lock - Google Patents
Operation scheduling method for synchronous berthing of ship through ship lock Download PDFInfo
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- CN110029645B CN110029645B CN201910318978.5A CN201910318978A CN110029645B CN 110029645 B CN110029645 B CN 110029645B CN 201910318978 A CN201910318978 A CN 201910318978A CN 110029645 B CN110029645 B CN 110029645B
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- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02C—SHIP-LIFTING DEVICES OR MECHANISMS
- E02C1/00—Locks or dry-docks; Shaft locks, i.e. locks of which one front side is formed by a solid wall with an opening in the lower part through which the ships pass
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- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02C—SHIP-LIFTING DEVICES OR MECHANISMS
- E02C1/00—Locks or dry-docks; Shaft locks, i.e. locks of which one front side is formed by a solid wall with an opening in the lower part through which the ships pass
- E02C1/10—Equipment for use in connection with the navigation of ships in locks; Mooring equipment
Abstract
An operation scheduling method for synchronous berthing of a ship through a ship lock comprises the following steps: acquiring a lockage ship scheduling plan to perform pre-gear of ships to be locked, and simultaneously berthing the entry-lock ships in the same row of the virtual lock chambers; after the n # gate head gate is opened in place, sending a gate-in signal to execute a synchronous gate-in process of the ship; all ships are transferred to the n-1# lock chamber, the n # lock head gate is closed after mooring is finished, the n-1# lock chamber is filled with water, and the n-1# lock chamber is filled with water until the water is flush with the n-2# lock chamber; after the water is filled to be level, opening a gate of the n-1# gate head in place, sending a gate-in signal, and executing a synchronous ship berthing process; all ships are transferred to the n-2# lock chamber, and after the mooring is finished, the previous steps are repeated until the ships go upwards to reach the 1# lock chamber; after the No. 1 gate head gate is opened in place, a gate signal is sent out, and a synchronous ship gate outlet process is executed; and (3) the stern of the ship in the back row drives away from the 1# gate head gate operation area, the 1# gate head gate is closed, and after all the ships are dequeued and driven away in the virtual gate chamber, the upward gate passing process is finished. The method greatly reduces the working strength of ship lock operating personnel and improves the ship lock operating efficiency.
Description
Technical Field
The invention relates to the field of dispatching command and traffic management of ships passing through a lock quickly, in particular to an operation dispatching method for synchronous berthing of ships passing through the lock, which is suitable for a single-stage lock and a multi-stage lock.
Background
In daily operation of the ship lock, scheduling instructions are issued by ship lock operators, and ships move through the ship lock in a 'line-by-line gear insertion' mode according to the scheduling instructions. If the ship moves from the five-gate chamber to the four-gate chamber on the ship, after receiving a transfer scheduling command, the ship starts to move at the first row of the outer gear in the five-gate chamber, a certain safety distance is separated from the first row of the inner gear, the ship starts to move at the first row of the inner gear in the five-gate chamber, … …, all ships finish mooring at the corresponding position of the four-gate chamber, and so on, finally the ship moves upstream, the ship passes through the gate chambers step by step to pass through the dam, and vice versa.
However, the conventional mode of shifting the ship in sequence in a manner of shifting the ship one by one is very influential to the ship shifting speed, and the ship shifting time is long and the ship lock operation efficiency is low. In addition, compared with the single-ship berthing, a plurality of small berthing units replace a single large berthing unit, the number of berthing ships is large, monitoring targets of operation personnel are increased in the berthing process, and a greater safety risk is brought to the operation of a ship lock. Especially when boats and ships cross the lock and shift berth night, the first imaging effect of lock room image monitoring camera is poor, and the operation personnel dispatch is kept watch on intensity height and seriously influences ship lock operating efficiency.
Disclosure of Invention
The invention provides an operation scheduling method for synchronous berthing of a ship passing through a ship lock, which realizes the efficiency of berthing the ship passing through the ship lock on the premise of considering the safe operation of the ship lock. The scheduling method greatly reduces the working strength of ship lock operators, improves the ship lock operation efficiency and improves the ship lock passing capacity.
The technical scheme adopted by the invention is as follows:
a running scheduling method for synchronous berthing of a ship through a ship lock comprises the following steps:
step 1: acquiring a lockage ship scheduling plan, performing pre-gear shifting on a ship to be locked, and simultaneously berthing the ship entering the lockage in the same row in the virtual lock chamber;
step 2: after the n # gate head gate is opened in place, sending a gate-in signal to execute a synchronous gate-in process of the ship;
and step 3: all ships are transferred to the n-1# lock chamber, the n # lock head gate is closed after mooring is finished, the n-1# lock chamber is filled with water, and the n-1# lock chamber is filled with water until the water is flush with the n-2# lock chamber;
and 4, step 4: after the water is filled to be level, opening a gate of the n-1# gate head in place, sending a gate-in signal, and executing a synchronous ship berthing process;
and 5: all ships are transferred to the n-2# lock chamber, and after the mooring is finished, the steps 3 and 4 are repeated until the ships go upwards to reach the 1# lock chamber;
step 6: after the No. 1 gate head gate is opened in place, a gate signal is sent out, and a synchronous ship gate outlet process is executed;
and 7: and (3) the stern of the ship in the back row drives away from the 1# gate head gate operation area, the 1# gate head gate is closed, and after all the ships are dequeued and driven away in the virtual gate chamber, the upward gate passing process is finished.
In the operation scheduling method, virtual lock chambers are arranged at the upper and lower lock head outlets, the virtual lock chambers are navigation walls with proper lengths, and the length L of each virtual lock chamber is more than or equal to the effective length of each lock chamber.
The operation scheduling method comprises the following steps:
the front and rear rows of ships have certain safe distance:
meanwhile, the berthing ship has similar sailing speed: the synchronous entry navigation speed is not more than 1.0m/s, the synchronous transfer navigation speed between adjacent lock rooms is not more than 0.6m/s, and the synchronous exit navigation speed is not more than 1.4 m/s.
In the operation scheduling method, the total time T of the ship ascending brake-passing process is T ═ TInto+T’+TGo outIn the formula, TIntoFor the time consumed for synchronous gate-in, T' isTime consuming synchronous transfer between chambers, TGo outIt takes time to synchronously gate out.
A ship synchronous brake-in process comprises the following steps:
step 1), according to a lockage ship scheduling plan, carrying out lockage ship pre-gear, stopping a ship in a virtual lock chamber according to the gear position in the lock chamber, wherein the minimum berthing distance of front and rear rows of ships in the virtual lock chamber is delta L;
step 2), opening the gate of the n # gate head in place and sending a gate-in signal;
step 3), the length L of the ship berthing at the front row of the virtual lock chamber1At a speed v1Berthing entry gate, length L of rear row ship2Waiting in situ in the virtual lock chamber, and starting to rotate the back-row ship at the speed v when the front-row ship and the back-row ship meet the boundary condition1Shifting a berth gate;
step 4), when the front row ship is close to the n-1# brake head, after a speed measuring and distance measuring device arranged at the n-1# brake head displays a distance delta L, berthing and mooring;
step 5), transferring the ship in the back row to L0When △ L, mooring and mooring;
and 6) after all ships are transferred to the n-1# lock chamber and the mooring is finished, closing the n # lock head gate, and finishing the ship entry process.
In the synchronous ship entry process, the boundary condition is that the safe distance for shifting the front and rear rows of ships is L0≥0.5(L1+L2) Namely, the safe distance between the front and rear rows of ships is more than or equal to the average length of the front and rear rows of ships.
In the process of synchronous ship entry, when the ship enters the gate synchronously
In the formula: l1The length of a synchronous gate entry segment of the ship; v. of1Synchronizing the entry brake speed of the ship; t is t1After the front row of ships starts to shift, the rear row of ships wait for the time of pulling the safe distance at the initial position of the lock chamber.
A process for synchronously berthing a ship between adjacent lock chambers comprises the following steps:
step 1), opening an n-1# gate head gate after the water level of the n-1# gate chamber is flush with that of the n-2# gate chamber, and sending a gate entering signal;
step 2), length L of ship in front row of n-1# lock chamber ship1At a speed v2The ship is transferred from the n-1# lock chamber to the n-2# lock chamber, and the ship length L of the back row2Waiting in situ in the n-1# lock chamber until the front and rear rows meet the boundary condition and the rear row begins to operate at speed v2Transferring the gate from the n-1# gate chamber to the n-2# gate chamber;
step 3), when the front row ship is close to the n-2# brake head, arranging a speed measuring and distance measuring device at the n-2# brake head to display a distance delta L, and mooring;
step 4), transferring the ship in the back row to an n-2# lock chamber and L0When △ L, mooring and mooring;
step 5), after all ships are transferred to the n-2# lock chambers to finish mooring, closing the n-1# lock head gate, and finishing the transfer flow of the ships between the adjacent lock chambers;
step 6), repeating the steps 1) -5) until the ship is transferred to the No. 1 lock chamber.
In the synchronous berthing process, the ship is synchronously berthed from the n-1# lock chamber to the n-2# lock chamber
In the formula: l2Synchronously shifting the length of the ship from the n-1# lock chamber to the n-2# lock chamber; v. of2Synchronizing the berthing speed of the ship; t is t2After a front row ship starts to move from an n-1# lock chamber to an n-2# lock chamber, a rear row ship waits for the time of pulling away a safe distance at the initial position of the lock chamber; t' is T total time of synchronous berthing of the ship between the lock chambersn-2+Tn-3+······T1。
A synchronous ship gate-out process comprises the following steps:
step 1), opening a No. 1 gate head gate and sending a gate signal;
step 2), the ship berthing at the front row of the No. 1 lock chamber starts to rotate at the speed v3Synchronously shifting and releasing the gate, waiting the ship in the back row in situ in the 1# gate chamber, and starting the ship in the back row at the speed v when the front row and the back row meet the boundary condition3Shifting to exit the gate;
step 3), the front-row ship arrives at the virtual lock chamber, the rear-row ship drives away from the operation area of the No. 1 brake head gate, the No. 1 brake head gate is closed, the front-row ship arrives at the virtual lock chamber, and the ship starts to defecate;
and 4), all ships get rid of the fleet to finish driving off the virtual lock chamber, and the ship ascending process is finished.
In the synchronous ship exit process, the length L of the virtual lock chamber is more than or equal to L1+L2+ △ L, wherein L1Maximum length of front row of ships, L2The maximum length of the rear row of ships is shown, and △ L is the minimum berthing distance of the front row of ships and the rear row of ships;
synchronous ship brake release
l3Length of synchronous outlet section v for ship3For synchronous speed of the ship's exit3Waiting for the time of opening the safety distance at the initial position of the lock chamber for the front-row ship after the front-row ship starts to exit the lock, t4The process of ship dequeuing is totally time-consuming.
The invention relates to an operation scheduling method for synchronously transferring ships through a ship lock, which has the following technical effects:
(1): the speed and the distance of the ship in the process of berthing can be completed by using a speed and distance measuring radar, so that the manual judgment of the ship speed and the ship distance through an image monitoring system, a VTS system and the like is omitted, and the working quality and the working efficiency are improved;
(2): the ship lock passing process is optimized, the ship lock operation efficiency is improved, and the ship lock passing capacity is improved;
(3): the process of ship lock control automation is promoted, a foundation is laid for the reconstruction and expansion of the hydraulic facilities at the head of the lock, and the method has long-term practical significance.
(4): the existing image monitoring system of the ship lock is utilized, a speed and distance measuring radar device is added, the ship is optimized through the ship lock flow, and the ship is optimized through the ship lock scheduling flow and the ship lock operation efficiency is improved.
(5): the invention is suitable for single-stage ship locks and multi-stage ship locks, and can improve the operation efficiency of the ship locks, improve the passing capacity of the ship locks and greatly reduce the work tasks of ship lock managers according to the actual operation of the ship locks.
Drawings
FIG. 1 is a schematic diagram of the ship lockage control of the present invention;
in fig. 1: the method comprises the following steps of 1-dispatching terminal, 2-data processing server, 3-centralized control system, 4-speed and distance measuring radar, 5-LED display screen, 6-passing brake ship and 7-lock chamber automatic broadcasting.
Fig. 2 is a main flow chart of the ship lockage operation scheduling of the invention.
FIG. 3 is a schematic view of the lock chamber arrangement of the ship of the present invention;
FIG. 4(1) is a first schematic view of the synchronous berthing of a ship according to the present invention;
FIG. 4(2) is a second schematic view of the synchronous berthing of a ship according to the present invention;
FIG. 4(3) is a third schematic view of the synchronous berthing of the ship of the present invention;
FIG. 4(4) is a fourth schematic view of the synchronous berthing of the ship of the present invention;
fig. 4(5) is a fifth schematic view of the synchronous berthing of the ship of the present invention.
FIG. 5(1) is a first schematic view of the shifting of the ship according to the present invention;
FIG. 5(2) is a schematic view of the shifting of the ship according to the present invention;
FIG. 5(3) is a third schematic view illustrating the shifting of the ship according to the present invention;
FIG. 5(4) is a fourth schematic view illustrating the shifting of the ship according to the present invention;
fig. 5(5) is a fifth schematic view illustrating the shifting of the ship according to the present invention.
FIG. 6 is a schematic diagram of the position of the vessel in the pre-gear stage of the present invention.
FIG. 7 is a schematic diagram of the synchronous berthing position between adjacent lock chambers of a ship according to the present invention.
Fig. 8 is a schematic view of the position of the ship synchronously exiting from the lock according to the present invention.
In the figure:
the first, the second, the third and the fourth represent the ship passing through the brake respectively;
8. 8' -virtual lock room.
M1, M2, M3, M4, M5 and M6 are forbidden lines.
a. a ', a ", a'" are navigation walls.
Detailed Description
A running scheduling method for synchronous berthing of ships through a ship lock is characterized in that a navigation wall with proper length is used as a virtual lock chamber for the ships passing through the ship lock to go up and down the lock, pre-gear is implemented according to a scheduling plan, the timing and the place for synchronous out-of-lock and dequeuing of the ships are determined, early warning and supervision are carried out on the synchronously berthed ships through speed and distance measuring radar devices at the lock heads, and the running process of the ships passing through the ship lock is executed. The ship lock operation process comprises a ship synchronous lock entering process, a synchronous berthing process between adjacent lock chambers and a synchronous lock exiting process. Fig. 1 is a schematic diagram of the ship lockage control of the invention, wherein:
the dispatching terminal 1 adopts an SOA architecture and standard specifications, provides complete support for covering the full life cycle of SOA application through a component, graphical and integrated platform product, follows J2EE technical specifications, adopts a mature three-layer application architecture, realizes separation of service data, service logic and user display, is beneficial to transverse and longitudinal expansion of a system, and realizes dynamic promotion of system performance, dynamic expansion of resources and the like. The method realizes efficient and rapid intelligent navigation scheduling of the lockage ship by combining the actual conditions of meteorological, hydrological and navigation environments, and completes a series of business processes from dam-crossing declaration registration, anchor confirmation, security inspection, plan compilation, plan release, plan execution, plan adjustment and the like.
The data processing server 2 processes the data to meet the real-time requirement, classifies and analyzes the operating data, refreshes the database in real time, checks the availability of the data, gives unavailable information to the unavailable data and forbids the system to use; alarm processing, namely forming various alarm records and sending out alarm sounds; generating various operation reports to form historical data records, and having the capability of recording and processing the sequence of events and the capability of processing accident recall data; and (4) statistical processing of the action times and the running time of the equipment.
The centralized control system 3 mainly comprises a monitoring operation station, a management work station, an engineer work station, a data storage server, a central control network, a KVM switch, a printer, an emergency control box, other peripheral equipment and the like, mainly undertakes overall operation coordination control and monitoring management of the ship lock, issues action commands to the lower-layer local control station according to set operation programs and local equipment states, and realizes functions of information acquisition, display, management and the like.
The speed and distance measuring radar 4 mainly comprises a ship speed and ship speed detecting device and an adjustable bracket. The device is used for acquiring the speed and position information of the ship, is arranged at a proper position of a lock head of a ship lock, enables the ship to be measured within the measurement range by adjusting the angle of the support, is provided with a safety protection cover, can work for 24 hours in all weather, and can adapt to various severe environments such as wind, sand, rain, snow, high and low temperatures. The LED display screen is arranged at the designated position of the lock head of the ship lock, and is a double-sided LED display screen, ship overrun information can be displayed in real time, when the speed of a single-measurement ship exceeds an early warning (alarm) value, the server can send out early warning (alarm) information on the double-sided LED display screen through background software, a driver of the ship is reminded to control the navigation speed of the ship, and the accident rate caused by the excessively high speed when the ship passes through the lock is effectively reduced, so that the safe operation of the lock is guaranteed.
A running scheduling method for synchronous berthing of a ship through a ship lock comprises the following steps:
step 1: acquiring a lockage ship scheduling plan, performing pre-gear shifting on a ship to be locked, and simultaneously berthing the ship entering the lockage in the same row in the virtual lock chamber;
step 2: after the n # gate head gate is opened in place, sending a gate-in signal to execute a synchronous gate-in process of the ship;
and step 3: all ships are transferred to the n-1# lock chamber, the n # lock head gate is closed after mooring is finished, the n-1# lock chamber is filled with water, and the n-1# lock chamber is filled with water until the water is flush with the n-2# lock chamber;
and 4, step 4: after the water is filled to be level, opening a gate of the n-1# gate head in place, sending a gate-in signal, and executing a synchronous ship berthing process;
and 5: all ships are transferred to the n-2# lock chamber, and after the mooring is finished, the steps 3 and 4 are repeated until the ships go upwards to reach the 1# lock chamber;
step 6: after the No. 1 gate head gate is opened in place, a gate signal is sent out, and a synchronous ship gate outlet process is executed;
and 7: and (3) the stern of the ship in the back row drives away from the 1# gate head gate operation area, the 1# gate head gate is closed, and after all the ships are dequeued and driven away in the virtual gate chamber, the upward gate passing process is finished.
In the operation scheduling method, virtual lock chambers are arranged at the upper and lower lock head outlets, the virtual lock chambers are navigation walls with proper lengths, and the length L of each virtual lock chamber is more than or equal to the effective length of each lock chamber. The navigation wall with the proper length is determined according to the lengths of different ship lock chambers, and the length is more than or equal to the effective length of the lock chamber. The navigation wall with proper length is a floating navigation wall or a concrete structure navigation wall (a gravity navigation wall or a pier plate navigation wall).
In the method for scheduling the operation of the mobile terminal,
the front and rear rows of ships have certain safe distance: 2-5 m.
Meanwhile, the berthing ship has similar sailing speed: the synchronous entry navigation speed is not more than 1.0m/s, the synchronous transfer navigation speed between adjacent lock rooms is not more than 0.6m/s, and the synchronous exit navigation speed is not more than 1.4 m/s.
In the operation scheduling method, the total time T of the ship ascending brake-passing process is T ═ TInto+T’+TGo outIn the formula, TIntoT' is the time spent on synchronous gate entry, T is the time spent on synchronous transfer between chambers, TGo outIt takes time to synchronously gate out.
Example (b):
taking the process of a ship ascending through a five-stage ship lock as an example, the method comprises the following steps:
step 1): the ship lock centralized control room calibrates the docking point of the navigation wall before the ship goes into the lock according to the position of the ship in the lock room, calibrates the docking position of the ship in the No. 5 lock room, and informs each ship of self-berthing to the corresponding docking position through a very high frequency;
in the embodiment, the position of the ship in the lock chamber can be determined by a planned gear diagram of the ship dispatching command system, and when the dispatching command system compiles a lockage plan, the ships with approximate sizes are automatically selected to berth side by side according to the sizes of the lockage ship and the ship lock, and a proper safety distance is reserved between the ships in the same row. The ship berthing position can be determined by the serial number of the mooring post where the ship berths, and the ship berthing position of the next stage lock chamber is consistent with the berthing distance of the current lock chamber mark point due to the consistency of the multi-stage lock chamber structures,
step 2): opening a front gate of the No. 6 lock in place, and issuing a synchronous entry command of the front-row ship from the ship lock centralized control room to command the ship to synchronously shift to a berthing position of the No. 5 lock room; in this embodiment, the first row of ship berthing instructions issued by the ship lock centralized control room may be entry signal lamps automatically issued by the ship lock centralized control system, and red lamps are converted into green lamps;
step 3): in the process of synchronous berthing and entry of the ship, a ship lock centralized control room monitors the berthing speed of the ship and the distance from the ship to a No. 5 lock head through a local radar speed measuring and ranging device, and sends a deceleration instruction to the ship which is overspeed and is about to reach a berthing position through a very high frequency until the ship reaches a specified berthing position;
step 4): when the safe distance between the first row of ships and the rear row of ships is reached, the ship lock centralized control room issues a synchronous berthing instruction of the rear row of ships and commands the ships to enter the lock synchronously to the berthing position of the No. 5 lock room; in the embodiment, the safe distance between the first row ship and the rear row ship is obtained by an on-site speed and distance measuring device, and the safe distance refers to the average value of the maximum length of the front row ship team and the rear row ship team;
step 5): when all ships are synchronously transferred to the 5# lock chamber, closing the 6# lock head gate, and filling water into the 5# lock chamber; until the water level of the No. 5 chamber is flush with the water level of the No. 4 chamber;
step 6): the water level of the No. 5 lock chamber is flush with that of the No. 4 lock chamber, and a No. 5 lock head gate is opened;
step 7): after a 5# lock head gate is opened in place, a lock entrance signal lamp is changed from a red lamp to a green lamp, a lock centralized control room issues a synchronous ship berthing instruction of a head row, the head row of the 5# lock room starts to synchronously berth to a 4# lock room, the lock centralized control room monitors the berthing speed and the distance from the ship to the head of the 4# lock through a local radar speed measuring and ranging device, and issues a speed reducing instruction to the ship which is overspeed and is about to arrive at a berthing position through a very high frequency until the ship arrives at a designated berthing position;
step 8): when the safe distance between the first row of ships and the rear row of ships is reached, the ship lock centralized control room issues a synchronous berthing instruction of the rear row of ships and commands the ships to synchronously berth to a berthing position of a 4# lock room;
step 9): repeating the step 5) -the step 8) until the ship is transferred to the No. 1 lock chamber;
step 10): closing the 2# lock head gate, and filling water into the 1# lock chamber until the water level of the 1# lock chamber is flush with the upstream water level;
step 11): opening a first gate of the No. 1 gate after the No. 1 gate chamber is level with the upstream water level;
step 12): after the 1# lock head gate is opened in place, the signal lamp of going out of the lock becomes green light by the red light, the synchronous instruction of berthing of the first row boats and ships is assigned to the lock centralized control room, move the first row boats and ships in step and berth to the virtual lock room, reach the safe distance after between the first row boats and ships of back row, the lock centralized control room assigns the synchronous instruction of going out of the back row boats and ships, back row boats and ships sail out of the 1# lock head gate operation area, it is dequeued by oneself to go out of the lock boats and ships, close 1# lock head gate, boats and ships go upward and pass through five-stage lock flow and finish.
TABLE 1 time-consuming table for synchronous berthing of ship (unit: min)
TABLE 2 time-consuming list for shifting and shifting the ship by shifting (unit: min)
Note: the running time of the equipment in the table is the same, only the time consumed by the ship berthing is calculated, and the time consumed is calculated according to the maximum speed of the ship berthing.
The description and analysis of the examples show: by adopting the method provided by the invention, compared with the step-by-step gear shifting, the time consumed by shifting the ship through the lock synchronously is saved by 62.5min, so that the technical scheme provided by the invention can realize the efficiency of shifting the ship through the lock, improve the operation efficiency of the lock and improve the passing capacity of the lock.
Claims (6)
1. A running scheduling method for synchronous berthing of a ship through a ship lock is characterized by comprising the following steps:
step 1: acquiring a lockage ship scheduling plan, performing pre-gear shifting on a ship to be locked, and simultaneously berthing the ship entering the lockage in the same row in the virtual lock chamber;
step 2: after the n # gate head gate is opened in place, sending a gate-in signal to execute a synchronous gate-in process of the ship;
and step 3: all ships are transferred to the n-1# lock chamber, the n # lock head gate is closed after mooring is finished, the n-1# lock chamber is filled with water, and the n-1# lock chamber is filled with water until the water is flush with the n-2# lock chamber;
and 4, step 4: after the water is filled to be level, opening a gate of the n-1# gate head in place, sending a gate-in signal, and executing a synchronous ship berthing process;
and 5: all ships are transferred to the n-2# lock chamber, and after the mooring is finished, the steps 3 and 4 are repeated until the ships go upwards to reach the 1# lock chamber;
step 6: after the No. 1 gate head gate is opened in place, a gate signal is sent out, and a synchronous ship gate outlet process is executed;
and 7: the stern of the ship in the back row drives away from the 1# gate head gate operation area, the 1# gate head gate is closed, and after all the ships are dequeued and driven away in the virtual gate chamber, the upward passing gate process is finished;
the ship synchronous gate-in process comprises the following steps:
step 1), according to a lockage ship scheduling plan, carrying out lockage ship pre-gear, stopping a ship in a virtual lock chamber according to the gear position in the lock chamber, wherein the minimum berthing distance of front and rear rows of ships in the virtual lock chamber is delta L;
step 2), opening the gate of the n # gate head in place and sending a gate-in signal;
step 3), the length L of the ship berthing at the front row of the virtual lock chamber1Starts at a speed v1Berthing entry gate, length L of rear row ship2Waiting in situ in the virtual lock chamber, and starting to rotate the back-row ship at the speed v when the front-row ship and the back-row ship meet the boundary condition1Shifting a berth gate; the boundary condition is that the safe distance for the forward and backward rows of ships to shift is L0≥0.5(L1+L2) I.e. byThe safe distance between the front and rear rows of ships is more than or equal to the average length of the front and rear rows of ships;
step 4), when the front row ship is close to the n-1# brake head, after a speed measuring and distance measuring device arranged at the n-1# brake head displays a distance delta L, berthing and mooring;
step 5), transferring the ship in the back row to L0When △ L, mooring and mooring;
step 6), after all ships are transferred to the n-1# lock chamber and the mooring is finished, closing the n # lock head gate, and finishing the ship entry process;
the process of synchronously transferring ships between adjacent lock chambers comprises the following steps:
step (1), opening a gate head gate of the n-1# gate after the water level of the n-1# gate chamber is level with that of the n-2# gate chamber, and sending a gate entering signal;
step (2), starting the ship in the front row of the n-1# lock chamber ship at the speed v2The ship is transferred from the n-1# lock chamber to the n-2# lock chamber, and the ship length L of the back row2Waiting in situ in the n-1# lock chamber until the front and rear rows meet the boundary condition and the rear row begins to operate at speed v2Transferring the gate from the n-1# gate chamber to the n-2# gate chamber;
step 3, when the front row ship is close to the n-2# brake head, arranging a speed measuring and distance measuring device at the n-2# brake head to display a distance delta L, and mooring and tying a cable;
step (4) transferring the ship in the back row to an n-2# lock chamber and L0When △ L, mooring and mooring;
step 5, after all ships are transferred to the n-2# lock chambers to finish mooring, closing the n-1# lock head gate, and finishing the transfer flow of the ships between the adjacent lock chambers;
step (6), repeating the step (1) -the step (5) until the ship is transferred to the No. 1 lock chamber;
the synchronous ship gate-out process comprises the following steps:
opening a No. 1 gate head gate and sending a gate signal;
②, stopping the ship at the front row of the No. 1 lock chamber, and starting to rotate at the speed v3Synchronously shifting and releasing the gate, waiting the ship in the back row in situ in the 1# gate chamber, and starting the ship in the back row at the speed v when the front row and the back row meet the boundary condition3Shifting to exit the gate;
step three, the front row of ships arrive at the virtual lock chamber, the rear row of ships leave the operation area of the No. 1 brake head gate, the No. 1 brake head gate is closed, the ships arrive at the virtual lock chamber, and the ships begin to defecate;
and fourthly, all ships get rid of the team and finish driving out of the virtual lock chamber, and the ship ascending process is finished.
2. The operation scheduling method for the synchronous berthing of the ship through the ship lock according to claim 1, characterized in that: in the operation scheduling method, virtual lock chambers are arranged at the upper and lower lock head outlets, the virtual lock chambers are navigation walls with proper lengths, and the length L of each virtual lock chamber is more than or equal to the effective length of each lock chamber.
3. The operation scheduling method for the synchronous berthing of the ship through the ship lock according to claim 1, characterized in that: in the operation scheduling method, the total time T of the ship ascending brake-passing process is T ═ TInto+T’+TGo outIn the formula, TIntoT' is the time spent on synchronous gate entry, T is the time spent on synchronous transfer between chambers, TGo outIt takes time to synchronously gate out.
4. The operation scheduling method for the synchronous berthing of the ship through the ship lock according to claim 1, characterized in that: when the ship synchronously enters the brake
In the formula: l1The length of a synchronous gate entry segment of the ship; v. of1Synchronizing the entry brake speed of the ship; t is t1After the front row of ships starts to shift, the rear row of ships wait for the time of pulling the safe distance at the initial position of the lock chamber.
5. The operation scheduling method for the synchronous berthing of the ship through the ship lock according to claim 1, characterized in that: when the ship is synchronously transferred from the n-1# lock chamber to the n-2# lock chamber
In the formula: l2As a shipSynchronously transferring the length of the ship from the n-1# lock chamber to the n-2# lock chamber; v. of2Synchronizing the berthing speed of the ship; t is t2After a front row ship starts to move from an n-1# lock chamber to an n-2# lock chamber, a rear row ship waits for the time of pulling away a safe distance at the initial position of the lock chamber; t' is T total time of synchronous berthing of the ship between the lock chambersn-2+Tn-3+……T1。
6. The operation scheduling method for the synchronous berthing of the ship through the ship lock according to claim 1, characterized in that: the length L of the virtual lock chamber is more than or equal to L1+L2+ △ L, wherein L1Maximum length of front row of ships, L2The maximum length of the rear row of ships is shown, and △ L is the minimum berthing distance of the front row of ships and the rear row of ships;
synchronous ship brake release
l3Length of synchronous outlet section v for ship3For synchronous speed of the ship's exit3Waiting for the time of opening the safety distance at the initial position of the lock chamber for the front-row ship after the front-row ship starts to exit the lock, t4The process of ship dequeuing is totally time-consuming.
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| CN110764080B (en) * | 2019-10-30 | 2023-08-15 | 武汉理工大学 | Method for detecting navigation-following ship formation target in ship lock based on millimeter wave radar |
| CN111290392B (en) * | 2020-02-29 | 2020-11-06 | 长江三峡通航管理局 | System and method for controlling formation and cooperative stop of ship passing through gate |
| WO2021189031A1 (en) * | 2020-03-20 | 2021-09-23 | Cashman Dredging And Marine Contracting, Co., Llc | Lidar vessel-to-vessel docking system and method |
| CN111424626A (en) * | 2020-04-24 | 2020-07-17 | 长江三峡通航管理局 | Grouped waiting brake and scheduling method for ships in approach channel |
| CN111980000B (en) * | 2020-06-05 | 2022-03-08 | 长江三峡通航管理局 | Continuous multi-step ship lock operation control system and operation reversing method |
| US11899416B2 (en) | 2020-08-04 | 2024-02-13 | Marathon Petroleum Company Lp | Systems and methods for holistic low carbon intensity fuel and hydrogen production |
| CN112418739A (en) * | 2020-12-17 | 2021-02-26 | 思创数码科技股份有限公司 | Ship lockage scheduling method, device, storage medium, equipment and system |
| CN115748641A (en) * | 2022-11-07 | 2023-03-07 | 武汉理工大学 | Ship monitoring system, method, control device and medium based on ship lift |
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