CN111815199A - Shipping scheduling system based on segmented variable speed control - Google Patents

Shipping scheduling system based on segmented variable speed control Download PDF

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CN111815199A
CN111815199A CN202010732348.5A CN202010732348A CN111815199A CN 111815199 A CN111815199 A CN 111815199A CN 202010732348 A CN202010732348 A CN 202010732348A CN 111815199 A CN111815199 A CN 111815199A
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CN111815199B (en
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耿雄飞
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China Waterborne Transport Research Institute
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    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
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    • G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
    • G06Q10/063—Operations research, analysis or management
    • G06Q10/0631—Resource planning, allocation, distributing or scheduling for enterprises or organisations
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
    • G06Q10/063—Operations research, analysis or management
    • G06Q10/0631—Resource planning, allocation, distributing or scheduling for enterprises or organisations
    • G06Q10/06312—Adjustment or analysis of established resource schedule, e.g. resource or task levelling, or dynamic rescheduling
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
    • G06Q10/063—Operations research, analysis or management
    • G06Q10/0639—Performance analysis of employees; Performance analysis of enterprise or organisation operations
    • G06Q10/06393—Score-carding, benchmarking or key performance indicator [KPI] analysis
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G3/00—Traffic control systems for marine craft

Abstract

The invention relates to the technical field of shipping traffic, in particular to a shipping scheduling system based on segmented variable speed control, which comprises an AIS-GPS data module, a speed limit scheduling processing module and a receiving module; the AIS-GPS data module can acquire ship static data such as ship names, call signs, ship lengths and cargo types of ships in a channel in real time and ship navigation dynamic data such as course, speed, position and relative distance, and feeds the ship navigation dynamic data back to the speed-limiting scheduling processing module, and the speed-limiting scheduling processing module analyzes and calculates the data to uniformly limit and adjust the ship speed of each navigation section according to the current shipping traffic condition and traffic flow condition, and then feeds the limited speed back to the receiving module on each ship to guide each ship to navigate. And circulating the process to obtain the real-time navigational speed of each navigational segment, thereby realizing the real-time limited navigational speed scheduling of each navigational segment, improving the utilization rate of the navigational resources and improving the navigational efficiency.

Description

Shipping scheduling system based on segmented variable speed control
Technical Field
The invention relates to the technical field of shipping traffic, in particular to a shipping scheduling system based on segmented variable speed control.
Background
With the rapid development of economy, the traffic volume of waterway shipping is also rapidly increased, and the congestion phenomenon of the waterway is increasingly serious. Because the waterway channel mainly depends on the system of the river, cannot be randomly expanded and is a limited resource, the reasonable control of the waterway channel is particularly important for improving the shipping efficiency. The shipping control generally includes scheduling means such as limit turning, limit lane changing and interval speed limit, so as to perform overall control on the shipping ship. At present, each flight segment cannot carry out limited speed scheduling in real time, so that the shipping resources cannot be utilized more efficiently to improve the shipping efficiency.
Disclosure of Invention
Technical problem to be solved
In order to solve the problems, the invention provides a shipping scheduling system based on segmented variable speed control, which can carry out real-time limited shipping speed scheduling on each shipping section so as to improve the utilization rate of shipping resources and the shipping efficiency.
(II) technical scheme
In order to achieve the purpose, the invention provides the following technical scheme: a shipping scheduling system based on segmented variable speed control comprises an AIS-GPS data module, a speed limit scheduling processing module and a receiving module; the AIS-GPS data module is used for acquiring static data of each ship in the channel and real-time dynamic data of each ship navigation and feeding the static data and the real-time dynamic data back to the speed-limiting dispatching processing module; the speed-limiting dispatching processing module is used for identifying and processing static data of each ship in a channel and real-time dynamic data of each ship navigation to obtain channel traffic flow of each navigation section, limiting and adjusting real-time navigation speed according to the channel traffic flow, and feeding back the real-time limited navigation speed value to the receiving module; the receiving module is arranged on each ship and used for receiving the real-time limited navigational speed of the channel and guiding the ship to navigate according to the real-time limited navigational speed.
Preferably, the speed-limiting dispatching processing module comprises a traffic efficiency processing module, a shipping safety processing module, a tail gas emission processing module and a comprehensive processing module, wherein the traffic efficiency processing module is used for establishing a traffic efficiency index model for the speed and the traffic time in each channel to guide the speed limit of each ship, the shipping safety processing module is used for establishing a shipping safety index model for the expected collision time between two adjacent ships in each channel and the relative speed of the two adjacent ships in each channel to guide the speed limit of each ship, the tail gas emission processing module is used for establishing a tail gas emission index model for the speed limit of each ship by the speed and the acceleration of each ship, the comprehensive processing module is used for carrying out combined processing on the traffic efficiency index model, the shipping safety index model and the tail gas emission index model according to the real-time data of each ship to obtain the optimal limited speed, and the data are fed back to the receiving module to guide each ship to sail at the limited sailing speed.
Preferably, the traffic efficiency index model is a relation model between the speed and the time of the ship, and then when the ship is single:
Figure BDA0002603774240000021
the voyage time of the ith ship is:
Figure BDA0002603774240000022
the total voyage time for the N vessels is:
Figure BDA0002603774240000023
in the above formula: vi(t) real-time speed of a single vessel, Xi(t) real-time position of a single vessel, Xi，targetIs the destination location of the ith ship, Xi，0Is the initial position of the ith ship, DeltatMinimum time unit for change of speed and position of ship, TiFor the total time of flight, X, of the ith shipi(t +1) is the position vector of the ship i at the moment of t +1, and TT is the total navigation time of N ships;
wherein, the smaller TT is, the higher the passing efficiency of the ship is.
Preferably, the shipping safety index model is a relation model between expected collision time and relative speed of two adjacent ships in the channel, namely:
Figure BDA0002603774240000031
in the formula: xi(t)-Xi+1(t) is the distance the first vessel leads the second vessel, Vi+1(t)-Vi(t) is the difference in speed of the second vessel relative to the first vessel, TCi，tIs two shipsExpected collision time between boats;
wherein, the difference V of the speeds of two adjacent shipsi+1(t)-ViThe smaller (t) the expected time of collision TC between two vesselsi，tThe longer the two vessels are, the better the safety of the two vessels.
Preferably, the exhaust emission index model is a relation model between the ship speed and the ship acceleration and the ship exhaust emission rate, and the current ship exhaust emission rate is as follows:
Figure BDA0002603774240000032
the total tail gas emission rate for all ships is:
Figure BDA0002603774240000033
in the above formula: j. the design is a squareemissionIs the current exhaust emission rate, v is the current velocity, a is the current acceleration, kijAre fitting coefficients.
Preferably, the comprehensive processing module is a combined model of a traffic efficiency index model, a shipping safety index model and a tail gas emission index model, namely:
Figure BDA0002603774240000041
in the formula: TT (t) is a passing efficiency index, TC (t) is a safety index, TE (t) is a tail gas emission index, and NT(t) is a normalized parameter of the traffic efficiency index, NC(t) is a normalization parameter of the safety index, NE(t) is a normalization parameter of the exhaust emission index, w1Weighting factors, w, for passage efficiency indicators2Weighting factor, w, for a safety measure3Weighting factor of exhaust emission index, TobjTo define the navigational speed values.
The invention also provides the shipping scheduling method based on the segmented variable speed control, which comprises the following steps:
the method comprises the following steps: dividing a channel into K channel sections;
step two: the speed-limiting dispatching processing module acquires the real-time position and the navigation speed of the ship of each navigation section;
step three: adding smoothness and safety constraints of ship driving between different navigation sections and limiting the smoothness of ship driving at different moments during the navigation speed;
step four: according to the traffic efficiency index model, the shipping safety index model and the tail gas emission index model, evaluating the limited navigational speed values of different indexes of each navigational segment;
step five: solving the minimum optimal limited navigational speed value in each flight by using the combined model;
step six: feeding back the optimal limited navigational speed value of each navigational segment to each receiving module;
step seven: and at the moment of t +1, repeating the steps and updating the optimal limited navigational speed value of each navigational segment in real time.
Preferably, the solving step of the combined model based on the genetic algorithm comprises:
the method comprises the following steps: binary coding is carried out on the navigational speed values of the K navigation sections to generate a random population with the size of M;
step two: taking the inverse of the combined model as the fitness function for each sample, i.e.:
Figure BDA0002603774240000051
step three: according to the fitness f(s) of each samplei) The selected probability for each sample is found to be:
Figure BDA0002603774240000052
step four: the selected samples are crossed pairwise, and partial binary gene segments are selected for binary cross calculation to generate offspring samples;
step five: randomly selecting a small segment of binary gene segments from the filial generation samples to carry out random binary variation so as to keep the diversity of the population;
step six: and recalculating the adaptation functions of the filial generations, and repeating the steps until convergence, namely the descending amplitude of the group model function is smaller than a given threshold value.
(III) advantageous effects
The invention provides a shipping scheduling system based on segmented variable speed control, which has the following beneficial effects: the AIS-GPS data module can acquire ship static data such as ship names, call signs, ship lengths and cargo types of ships in a channel in real time and ship navigation dynamic data such as course, speed, position and relative distance, and feeds the ship navigation dynamic data back to the speed-limiting scheduling processing module, and the speed-limiting scheduling processing module analyzes and calculates the data to uniformly limit and adjust the ship speed of each navigation section according to the current shipping traffic condition and traffic flow condition, and then feeds the limited speed back to the receiving module on each ship to guide each ship to navigate. And circulating the process to obtain the real-time navigational speed of each navigational segment, thereby realizing the real-time limited navigational speed scheduling of each navigational segment, improving the utilization rate of the navigational resources and improving the navigational efficiency.
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The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the principles of the invention without limiting the invention in which:
FIG. 1 shows a first schematic structural diagram of an embodiment of the present invention;
FIG. 2 shows a second schematic structural diagram of an embodiment of the present invention;
FIG. 3 illustrates a flow chart of a defined speed schedule of an embodiment of the present invention;
FIG. 4 illustrates a real-time cruise scheduling flow diagram of an embodiment of the present invention;
FIG. 5 shows a combined solution flow diagram of an embodiment of the invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Referring to fig. 1 to fig. 3, an embodiment of the present invention provides a shipping scheduling system based on a segmented variable speed control, which includes an AIS-GPS data module, a speed limit scheduling processing module, and a receiving module; the AIS-GPS data module is used for acquiring static data of each ship in the channel and real-time dynamic data of each ship navigation and feeding the static data and the real-time dynamic data back to the speed-limiting dispatching processing module; the speed-limiting dispatching processing module is used for identifying and processing static data of each ship in a channel and real-time dynamic data of each ship navigation to obtain channel traffic flow of each navigation section, limiting and adjusting real-time navigation speed according to the channel traffic flow, and feeding back the real-time limited navigation speed value to the receiving module; the receiving module is arranged on each ship and used for receiving the real-time limited navigational speed of the channel and guiding the ship to navigate according to the real-time limited navigational speed.
According to the scheme, the AIS-GPS data module can acquire ship static data such as the names, call numbers, ship lengths and cargo types of ships in a channel in real time and ship navigation dynamic data such as course, navigational speed, positions and relative distances, and feeds the ship static data back to the speed-limiting scheduling processing module, the speed-limiting scheduling processing module analyzes and calculates the data to uniformly limit and adjust the ship navigational speed of each navigation section according to the current navigational traffic condition and traffic flow condition, and then feeds the limited navigational speed back to the receiving module on each ship to guide each ship to navigate. And circulating the process to obtain the real-time navigational speed of each navigational segment, thereby realizing the real-time limited navigational speed scheduling of each navigational segment, improving the utilization rate of the navigational resources and improving the navigational efficiency.
Furthermore, in order to improve the feasibility of the navigational speed value given by the speed-limiting dispatching processing module and effectively guide the navigation of the ship, the passing efficiency and the safety of the navigation of the ship are improved, and the exhaust emission of the ship is reduced. The speed-limiting dispatching processing module comprises a traffic efficiency processing module, a shipping safety processing module, a tail gas emission processing module and a comprehensive processing module, wherein the traffic efficiency processing module is used for establishing a traffic efficiency index model for the speed and the traffic time in each channel to guide the limitation of the speed of each ship, the shipping safety processing module is used for establishing a shipping safety index model for the expected collision time and the relative speed between two adjacent ships in each channel to guide the limitation of the speed of each ship, the tail gas emission processing module is used for establishing a tail gas emission index model for the speed and the acceleration of each ship to guide the limitation of the speed of each ship, and the comprehensive processing module is used for carrying out combined processing on the traffic efficiency index model, the shipping safety index model and the tail gas emission index model according to the real-time data of each ship to obtain the optimal limited speed and feeding the optimal limited speed back to the receiving module, to guide each ship to sail at the limited speed.
Further, in order to improve the passing efficiency of the ship, the passing efficiency index model is a relation model between the speed and the voyage time of the ship, and the total voyage time of a single ship is as follows:
Figure BDA0002603774240000071
in the whole time period scheduled in the voyage section, if the ship does not travel any more after reaching the destination of the ship, the voyage time of the ith ship is as follows:
Figure BDA0002603774240000081
when the ship reaches the destination, its position does not change, so TiMay be less than T, so that the total voyage time of N vessels is:
Figure BDA0002603774240000082
in the above formula: vi(t) real-time speed of a single vessel, Xi(t) real-time position of a single vessel, Xi，targetIs the destination location of the ith ship, Xi，0Is the initial position of the ith ship, DeltatMinimum time unit for change of speed and position of ship, TiFor the total time of flight, X, of the ith shipi(t +1) is the position vector of the ship i at the moment of t +1, and TT is the total navigation time of N ships;
wherein, the smaller TT is, the higher the passing efficiency of the ship is.
Meanwhile, in the actual sailing process, the actual sailing speed of the ship is determined by the limited sailing speed and the congestion condition of the sailing section, and the minimum expected safe distance is kept between the two ships. The minimum desired safe distance is then:
Figure BDA0002603774240000083
the ship acceleration at the minimum desired safe distance is:
Figure BDA0002603774240000084
in the formula: viFor this time i speed of the ship, Δ ViThe speed difference between the speed of the rear ship and the speed of the front ship, g0Is the safety distance, T, between two vessels at restsafeFor safety event margin, amax，iIs i maximum acceleration of the ship, bmax，iMaximum braking deceleration of i ship, gmingapIs the minimum desired safe distance of two vessels, aiAcceleration of the vessel, giIs the distance between two vessels, Vlimit，iFor this time i, the limited navigational speed of the ship generally takes a value of 2-4.
When the channel is not crowded, the ship can be in a free acceleration state, under the condition of given limited speed, the ship can adjust the speed to the limited speed, and the distance between the two ships is larger, namely giThe size of the composite material is larger,
Figure BDA0002603774240000091
the influence of (a) is very small, even can be ignored, then the acceleration of boats and ships at this moment is:
Figure BDA0002603774240000092
when the channel is crowded, the ship can not freely accelerate or decelerate, even if the limited speed is given, the sailing speed of the ship is not influenced by the limited speed but influenced by the speed of the ship in front, and the ship is in a following sailing state ViBecomes much smaller than Vlimit，iThen, then
Figure BDA0002603774240000093
Has little influence, the acceleration of the ship at this time is:
Figure BDA0002603774240000094
further, in order to improve the shipping safety of the ship, the shipping safety index model is a relation model between the expected collision time between two adjacent ships in the channel and the relative speed of the two adjacent ships, namely:
Figure BDA0002603774240000095
in the formula: xi(t)-Xi+1(t) is the distance the first vessel leads the second vessel, Vi+1(t)-Vi(t) is the difference in speed of the second vessel relative to the first vessel, TCi，tIs the expected time of collision between the two vessels;
wherein, the difference V of the speeds of two adjacent shipsi+1(t)-ViThe smaller (t) the expected time of collision TC between two vesselsi，tThe longer the two vessels are, the better the safety of the two vessels.
Simultaneously, when the rear ship speed is less than the front ship speed, two ships can never collide with each other, then can:
Figure BDA0002603774240000101
further, the exhaust emission index model is a relation model between the ship speed and the ship acceleration and the ship exhaust emission rate, and the current ship exhaust emission rate is as follows:
Figure BDA0002603774240000102
the total tail gas emission rate for all ships is:
Figure BDA0002603774240000103
in the above formula: j. the design is a squareemissionIs the current exhaust emission rate, v is the current velocity, a is the current acceleration, kijAre fitting coefficients.
In this embodiment, the fuel consumption rate of the engine and the exhaust emission rate are in a direct proportion, and the fuel consumption of the engine and the third power of the speed are in a direct proportion to the third power of the acceleration.
Furthermore, in order to improve the feasibility of the navigational speed value given by the speed-limiting dispatching processing module, the navigation of the ship is effectively guided. The comprehensive processing module is a combined model of a traffic efficiency index model, a shipping safety index model and a tail gas emission index model, namely:
Figure BDA0002603774240000104
in the formula: TT (t) is a passing efficiency index, TC (t) is a safety index, TE (t) is a tail gas emission index, and NT(t) is a normalized parameter of the traffic efficiency index, NC(t) is a normalization parameter of the safety index, NE(t) is a normalization parameter of the exhaust emission index, w1Weighting factors, w, for passage efficiency indicators2Weighting factor, w, for a safety measure3Weighting factor of exhaust emission index, TobjTo define the navigational speed values.
Referring to fig. 4 and 5, the present invention also provides a shipping scheduling method based on segmented variable speed control, where the shipping scheduling method includes:
the method comprises the following steps: dividing a channel into K channel sections;
in this step, the channel is divided into K segments, each segment is a continuous segment and has similar navigation environment, the ship has similar navigation behavior, and the ith segment is set as segiWhen the navigation speed is limited in the navigation section, the same limited navigation speed value is given to all the ships in the navigation section.
Step two: the speed-limiting dispatching processing module acquires the real-time position and the navigation speed of the ship of each navigation section;
in the step, the real-time position and the navigational speed of the ship in each navigation section are obtained through the AIS-GPS data module.
Step three: adding smoothness and safety constraints of ship driving between different navigation sections and limiting the smoothness of ship driving at different moments during the navigation speed;
in this step, the constraint of the speed-limiting navigational speed of the ship between adjacent navigational sections is as follows:
Figure BDA0002603774240000111
the constraints on the defined speed of the same vessel at different times are:
|Vlimit，i(t+1)-Vlimit，i(t)|≤vdiff_threshoid
step four: according to the traffic efficiency index model, the shipping safety index model and the tail gas emission index model, evaluating the limited navigational speed values of different indexes of each navigational segment;
in the step, defined navigational speed values under different indexes are solved by using functions corresponding to TT, TC and TE according to the real-time position and the real-time navigational speed of each ship.
Step five: solving the minimum optimal limited navigational speed value in each flight by using the combined model;
step six: feeding back the optimal limited navigational speed value of each navigation section to each receiving module to guide each ship to navigate;
step seven: and at the moment of t +1, repeating the steps and updating the optimal limited navigational speed value of each navigational segment in real time.
Further, the solving step of the combined model based on the genetic algorithm comprises the following steps:
the method comprises the following steps: binary coding is carried out on the navigational speed values of the K navigation sections to generate a random population with the size of M;
in this step, each sample of the population represents a set of combinations of defined speed values for the K flight segments.
Step two: taking the inverse of the combined model as the fitness function for each sample, i.e.:
Figure BDA0002603774240000121
in this step, since the function of the combined model is the minimum value, the smaller the function calculated by a certain sample is, the better the fitness of the sample is.
Step three: according to the fitness f(s) of each samplei) The selected probability for each sample is found to be:
Figure BDA0002603774240000122
step four: the selected samples are crossed pairwise, and partial binary gene segments are selected for binary cross calculation to generate offspring samples;
step five: randomly selecting a small segment of binary gene segments from the filial generation samples to carry out random binary variation so as to keep the diversity of the population;
step six: and recalculating the adaptation functions of the filial generations, and repeating the steps until convergence, namely the descending amplitude of the group model function is smaller than a given threshold value.
At present, the function of the combined model may be solved by a combined solving method. Namely, dividing the navigation channel into K navigation sections, and searching the optimal limited navigation speed values of the K navigation sections
Figure BDA0002603774240000131
i∈[1，...，K]So that:
Figure BDA0002603774240000132
Figure BDA0002603774240000133
then there is a combined explosion in the above solution space, and for each leg of K, the whole solution space is at RKIs spatial. When solving, the whole solution space is traversed, and the method for selecting the optimal limited navigational speed combination has overlarge calculated amount, is difficult to be practical and is difficult to be derived.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments according to the present application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, and it should be understood that when the terms "comprises" and/or "comprising" are used in this specification, they specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof, unless the context clearly indicates otherwise.
The relative arrangement of the components and steps, the numerical expressions, and numerical values set forth in these embodiments do not limit the scope of the present application unless specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective portions shown in the drawings are not drawn in an actual proportional relationship for the convenience of description. Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail but are intended to be part of the specification where appropriate. In all examples shown and discussed herein, any particular value should be construed as merely illustrative, and not limiting. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, further discussion thereof is not required in subsequent figures.
In the description of the present application, it is to be understood that the orientation or positional relationship indicated by the directional terms such as "front, rear, upper, lower, left, right", "lateral, vertical, horizontal" and "top, bottom", etc., are generally based on the orientation or positional relationship shown in the drawings, and are used for convenience of description and simplicity of description only, and in the case of not making a reverse description, these directional terms do not indicate and imply that the device or element being referred to must have a particular orientation or be constructed and operated in a particular orientation, and therefore, should not be considered as limiting the scope of the present application; the terms "inner and outer" refer to the inner and outer relative to the profile of the respective component itself.
Spatially relative terms, such as "above … …," "above … …," "above … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial relationship to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if a device in the figures is turned over, devices described as "above" or "on" other devices or configurations would then be oriented "below" or "under" the other devices or configurations. Thus, the exemplary term "above … …" can include both an orientation of "above … …" and "below … …". The device may be otherwise variously oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
It should be noted that the terms "first", "second", and the like are used to define the components, and are only used for convenience of distinguishing the corresponding components, and the terms have no special meanings unless otherwise stated, and therefore, the scope of protection of the present application is not to be construed as being limited.
Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.

Claims (8)

1. The shipping scheduling system based on the segmented variable speed control is characterized by comprising an AIS-GPS data module, a speed limit scheduling processing module and a receiving module;
the AIS-GPS data module is used for acquiring static data of each ship in a channel and real-time dynamic data of each ship navigation and feeding the static data and the real-time dynamic data back to the speed-limiting dispatching processing module;
the speed-limiting dispatching processing module is used for identifying and processing static data of each ship in a channel and real-time dynamic data of each ship navigation to obtain channel traffic flow of each navigation section, limiting and adjusting real-time navigation speed according to the channel traffic flow, and feeding back the real-time limited navigation speed value to the receiving module;
the receiving module is arranged on each ship and used for receiving the real-time limited navigational speed of the channel and guiding the ship to navigate according to the real-time limited navigational speed.
2. The block variable speed control-based shipping scheduling system of claim 1, wherein the speed-limiting scheduling processing module comprises a traffic efficiency processing module, a shipping safety processing module, an exhaust emission processing module and a comprehensive processing module, the traffic efficiency processing module guides the speed limit of each ship by establishing a traffic efficiency index model for the speed and the traffic time in each channel, the shipping safety processing module guides the speed limit of each ship by establishing a shipping safety index model for the expected collision time between two adjacent ships in each channel and the relative speed, the exhaust emission processing module guides the speed limit of each ship by establishing an exhaust emission index model for the speed and the acceleration of each ship, and the comprehensive processing module guides the traffic efficiency index model according to the real-time data of each ship, And the shipping safety index model and the tail gas emission index model are combined to obtain the optimal limited navigational speed, and the optimal limited navigational speed is fed back to the receiving module to guide each ship to navigate according to the limited navigational speed.
3. The system according to claim 2, wherein the traffic efficiency index model is a relationship model between the speed and the time of the ship, and when the ship is single:
Figure FDA0002603774230000021
the voyage time of the ith ship is:
Figure FDA0002603774230000022
the total voyage time for the N vessels is:
Figure FDA0002603774230000023
in the above formula: vi(t) real-time speed of a single vessel, Xi(t) real-time position of a single vessel, Xi，targetIs the destination location of the ith ship, Xi，0Is the initial position of the ith ship, DeltatMinimum time unit for change of speed and position of ship, TiFor the total time of flight, X, of the ith shipi(t +1) is the position vector of the ship i at the moment of t +1, and TT is the total navigation time of N ships;
wherein, the smaller TT is, the higher the passing efficiency of the ship is.
4. The segmental variable speed control-based shipping scheduling system of claim 3, wherein said shipping safety index model is a relation model between expected collision time between two adjacent ships in the channel and relative speed thereof, namely:
Figure FDA0002603774230000024
in the formula: xi(t)-Xi+1(t) the first vessel leads the secondDistance of ship, Vi+1(t)-Vi(t) is the difference in speed of the second vessel relative to the first vessel, TCi，tIs the expected time of collision between the two vessels;
wherein, the difference V of the speeds of two adjacent shipsi+1(t)-ViThe smaller (t) the expected time of collision TC between two vesselsi，tThe longer the two vessels are, the better the safety of the two vessels.
5. The shipping scheduling system based on segmented variable speed control as claimed in claim 4, wherein the exhaust emission index model is a relationship model between the ship speed and its acceleration and the ship exhaust emission rate, and then the current ship exhaust emission rate is:
Figure FDA0002603774230000031
the total tail gas emission rate for all ships is:
Figure FDA0002603774230000032
in the above formula: j. the design is a squareemissionIs the current exhaust emission rate, v is the current velocity, a is the current acceleration, kijAre fitting coefficients.
6. The shipping scheduling system based on segmented variable speed control as claimed in claim 5, wherein the comprehensive processing module is a combination model of a traffic efficiency index model, a shipping safety index model and an exhaust emission index model, namely:
Figure FDA0002603774230000033
in the formula: TT (t) is a passing efficiency index, TC (t) is a safety index, TE (t) is a tail gas emission index, and NT(t) is a normalized parameter of the traffic efficiency index, NC(t) is a normalization parameter of the safety index, NE(t) isNormalization parameter of exhaust emission index, w1Weighting factors, w, for passage efficiency indicators2Weighting factor, w, for a safety measure3Weighting factor of exhaust emission index, TobjTo define the navigational speed values.
7. A shipping scheduling method based on segmented variable speed control is characterized by comprising the following steps:
the method comprises the following steps: dividing a channel into K channel sections;
step two: the speed-limiting dispatching processing module acquires the real-time position and the navigation speed of the ship of each navigation section;
step three: adding smoothness and safety constraints of ship driving between different navigation sections and limiting the smoothness of ship driving at different moments during the navigation speed;
step four: according to the traffic efficiency index model, the shipping safety index model and the tail gas emission index model, evaluating the limited navigational speed values of different indexes of each navigational segment;
step five: solving the minimum optimal limited navigational speed value in each flight by using the combined model;
step six: feeding back the optimal limited navigational speed value of each navigational segment to each receiving module;
step seven: and at the moment of t +1, repeating the steps and updating the optimal limited navigational speed value of each navigational segment in real time.
8. The segmental variable speed control-based shipping scheduling method of claim 7, wherein said combined model genetic algorithm-based solving step comprises:
the method comprises the following steps: binary coding is carried out on the navigational speed values of the K navigation sections to generate a random population with the size of M;
step two: taking the inverse of the combined model as the fitness function for each sample, i.e.:
Figure FDA0002603774230000041
step three: according to eachFitness f(s) of samplei) The selected probability for each sample is found to be:
Figure FDA0002603774230000042
step four: the selected samples are crossed pairwise, and partial binary gene segments are selected for binary cross calculation to generate offspring samples;
step five: randomly selecting a small segment of binary gene segments from the filial generation samples to carry out random binary variation so as to keep the diversity of the population;
step six: and recalculating the adaptation functions of the filial generations, and repeating the steps until convergence, namely the descending amplitude of the group model function is smaller than a given threshold value.
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