CN111881563B - Method for optimizing traffic organization of limited bidirectional channel ship - Google Patents
Method for optimizing traffic organization of limited bidirectional channel ship Download PDFInfo
- Publication number
- CN111881563B CN111881563B CN202010694010.5A CN202010694010A CN111881563B CN 111881563 B CN111881563 B CN 111881563B CN 202010694010 A CN202010694010 A CN 202010694010A CN 111881563 B CN111881563 B CN 111881563B
- Authority
- CN
- China
- Prior art keywords
- ship
- navigation
- limited
- model
- channel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Classifications
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/20—Design optimisation, verification or simulation
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06N—COMPUTING ARRANGEMENTS BASED ON SPECIFIC COMPUTATIONAL MODELS
- G06N3/00—Computing arrangements based on biological models
- G06N3/004—Artificial life, i.e. computing arrangements simulating life
- G06N3/006—Artificial life, i.e. computing arrangements simulating life based on simulated virtual individual or collective life forms, e.g. social simulations or particle swarm optimisation [PSO]
-
- 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
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G3/00—Traffic control systems for marine craft
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2111/00—Details relating to CAD techniques
- G06F2111/06—Multi-objective optimisation, e.g. Pareto optimisation using simulated annealing [SA], ant colony algorithms or genetic algorithms [GA]
Landscapes
- Engineering & Computer Science (AREA)
- Business, Economics & Management (AREA)
- Physics & Mathematics (AREA)
- Theoretical Computer Science (AREA)
- Human Resources & Organizations (AREA)
- General Physics & Mathematics (AREA)
- Strategic Management (AREA)
- Evolutionary Computation (AREA)
- Entrepreneurship & Innovation (AREA)
- General Engineering & Computer Science (AREA)
- Economics (AREA)
- Life Sciences & Earth Sciences (AREA)
- Educational Administration (AREA)
- Computational Linguistics (AREA)
- Data Mining & Analysis (AREA)
- General Health & Medical Sciences (AREA)
- Molecular Biology (AREA)
- Computing Systems (AREA)
- Mathematical Physics (AREA)
- Software Systems (AREA)
- Biomedical Technology (AREA)
- Artificial Intelligence (AREA)
- Development Economics (AREA)
- Health & Medical Sciences (AREA)
- Biophysics (AREA)
- Geometry (AREA)
- Game Theory and Decision Science (AREA)
- Computer Hardware Design (AREA)
- Marketing (AREA)
- Operations Research (AREA)
- Quality & Reliability (AREA)
- Tourism & Hospitality (AREA)
- General Business, Economics & Management (AREA)
- Ocean & Marine Engineering (AREA)
- Radar, Positioning & Navigation (AREA)
- Remote Sensing (AREA)
- Traffic Control Systems (AREA)
Abstract
The invention relates to a method for optimizing traffic organization of a limited bidirectional channel ship, which comprises the following steps: establishing a multi-objective optimization model of a limited bidirectional channel ship traffic organization according to a limited bidirectional channel special navigation rule, wherein the multi-objective optimization model comprises a ship pre-navigation preparation model for ensuring smoothness of a ship in a harbor navigation process, a limited/one-way navigation mode conversion model for meeting variability of a limited bidirectional channel navigation mode, a limited single/two-way navigation mode conversion model for ensuring one-way navigation of the ship in a limited one-way navigation section and a traffic conflict resolution model for ensuring safe navigation of the ship at a limited navigation risk point; establishing a multi-target evolution model; and instantiating the multi-target evolution model to obtain a limited bidirectional channel ship traffic organization optimization scheme. The method can be used for assisting port related departments to formulate a restricted bidirectional channel ship traffic organization optimization scheme, and improves the safety and efficiency of port ship entering and exiting operation.
Description
Technical Field
The embodiment of the invention relates to a limiting bidirectional channel ship traffic organization optimization method, belongs to the technical field of port ship traffic organization, and is used for assisting port related departments in formulating a ship traffic organization scheme.
Background
The port ship traffic organization optimization is an informatization and intelligent optimization method for port traffic complex water area traffic organization based on the ideas of operation study and system optimization. In recent years, research on the problem of ship traffic organization under the condition of port-restricted bidirectional channels is lacking at home and abroad, but there is a part of research on the problem of ship traffic organization under the condition of single channel types (such as unidirectional channels, bidirectional channels and duplex channels). However, the problem of single-type channel ship traffic organization needs to consider the problem of traffic conversion of incoming and outgoing ships, conversion of single/double navigation modes, safety time slots among channels and coordination avoidance of guard zones when meeting ships, in contrast, the problem of ship traffic organization under the condition of limited channels needs to be based on the problem of single-type channel ship traffic organization, the problem of limited critical channel risk points existing in the channels needs to be considered, limited navigation sections and single navigation sections (single/double navigation sections) of the limited channels are identified, and safety and efficiency of the incoming and outgoing ships during conversion between the limited/single navigation modes, conversion of the limited single/double navigation modes and navigation at each limited critical channel risk point of the channels are ensured. Therefore, the existing single-type channel ship traffic organization optimization theory is not applicable to the problem of limiting bidirectional channel ship traffic organization optimization.
Disclosure of Invention
The invention aims to provide a method for constructing a multi-objective optimization model of a limited bidirectional channel ship traffic organization by considering a special navigation rule of the limited bidirectional channel; on the basis of the multi-target optimization model, a multi-target evolution model is established according to a multi-target evolution operator; instantiating the multi-target evolution model to obtain a limited bidirectional channel ship traffic organization optimization scheme; the optimization method is used for assisting port related departments in formulating a restricted bidirectional channel ship traffic organization scheme.
The invention comprises the following steps for achieving the purpose:
the first step: establishing a multi-target optimization model of the traffic organization of the ship in the restricted bidirectional channel according to the special navigation rule of the restricted bidirectional channel, wherein the multi-target optimization model comprises a ship pre-navigation preparation model, a restricted/unidirectional navigation mode conversion model, a restricted single/bidirectional navigation mode conversion model and a restricted navigation risk point traffic conflict resolution model;
and a second step of: on the basis of the multi-target optimization model, a multi-target evolution model is established according to a multi-target evolution operator;
and a third step of: and instantiating the multi-target evolution model to obtain a limited bidirectional channel ship traffic organization optimization scheme.
Further, the first step includes:
1.1, a ship pre-sailing preparation model:
wherein: the formula (1) shows that the starting scheduling time of each ship is not earlier than the arrival/departure time of the ship, and the scheduling ending time of each ship is equal to the sum of the navigation time accumulation among the critical navigation risk points in the navigation process, so that the safety of the ship in the navigation process and the continuity of the navigation time are ensured in advance. Wherein Tp is i Time of ship application for entering and exiting ports, tf i TK at the moment of completing arrival and departure of ship i k Time when ship sails to channel limiting channel risk point k, delta Bt i The time for the ship to sail from the harbor pool connecting water area to the corresponding berth; x is X i Representing the navigation direction of the ship, deltaT i k The navigation time of the ship between the limiting navigation path risk points of the navigation path.
1.2, restrictive one/two way navigation mode conversion submodel:
wherein: equation (2) is used for judging that when the two vessels in different directions of the restricted navigation are converted into the restricted one-way navigation mode, the moment that the vessels reach the specified navigation risk point is adjusted to ensure that the two vessels can only keep one-way navigation in the whole restricted one-way navigation section, wherein the Tg k The ship is provided with a safety time slot in different directions.
1.3, a restricted airway risk point communication conflict resolution submodel:
wherein: formulas (3) and (4) are key way risk point traffic conflict resolution, formula (3) represents that two limited navigation anisotropic ships keep an anisotropic safety time slot at a specified key way risk point, and formula (4) represents that two ships at an entrance and an exit keep the same-direction safety time slot at each key way risk point in a one-way navigation mode of a navigation channel.
1.4, restrictive/unidirectional navigation mode conversion submodel:
wherein: the restrictive/unidirectional navigation mode conversion occurs at two critical navigation risk points at the upper channel position and the connecting water area position, the formula (5) represents the conversion of the restrictive navigation mode into the unidirectional port-in/port-out navigation mode respectively, and the formula (6) represents the conversion of the unidirectional port-in/port-out navigation mode into the restrictive navigation mode. And Tg0 is the minimum homodromous safety time slot of the ship.
Further, the second step includes:
2.1, carrying out coding operation on a randomly generated inbound/outbound ship sequence, a inbound/outbound ship restriction/unidirectional navigation mode and a restriction single/bidirectional navigation mode based on a qubit probability amplitude;
2.2, for n gene sites on each initialized chromosome, 2n (-1, 1) probability frames are provided, and the original number is converted into an integer sequence by arranging the probability frames in an ascending order and retrieving the positions of the original number in the ordered sequence; through the solution space conversion, each chromosome in the generated population can represent two groups of scheduled inbound and outbound ship sequences, and each bit in the sequences represents an inbound and outbound ship number;
2.3, judging whether the current scheduled ship is different from the last scheduled ship in the direction of arrival and departure, further judging whether the ship load ton is a single/double navigation tonnage limiting value specified by a small harbor area, if the current scheduled ship load ton is smaller than the single/double navigation tonnage limiting value, distributing the navigation mode into a limiting bidirectional navigation mode, and then judging whether the ship keeps one-way navigation in the whole navigation process of a limiting channel one-way navigation section and keeps safe time slots specified by harbor areas at other navigation risk points by combining time slots of the ship between the navigation risk points, if not, adjusting the time for the ship to reach the navigation risk points so as to ensure that the ship has enough safe time slots in the navigation of the channel;
2.4, sequentially and circularly judging each ship in the sequence of the arrival and departure ships according to the condition in 2.3, and ensuring the safety and efficiency of each scheduled ship in the process of sailing in a restricted channel until the calculation of the last ship is finished;
and 2.5, judging whether the size of the population is a termination algebra, if so, terminating calculation, outputting an optimal solution, and if not, continuing optimizing the population.
The beneficial effects of the invention are as follows: the method for optimizing the traffic organization of the limited bidirectional channel ship is researched for the first time, and the application of the method not only can be used for assisting the production organization department of the port and port service company to formulate a traffic organization scheme of the limited bidirectional channel ship, but also has very important practical significance for ensuring the safety and the efficiency of the port and port ship entering and exiting operation.
Drawings
FIG. 1 is a flow chart of a method for optimizing the traffic organization of a limited bidirectional channel ship according to the present invention
FIG. 2 is a schematic diagram of a limiting bi-directional channel according to an embodiment of the present invention
FIG. 3 is a diagram showing the results of the ship simulation experiment according to the embodiment of the present invention
FIG. 4 is a histogram of probability distribution of 50-time repetition experiments according to an embodiment of the invention
Detailed Description
The present invention will be described in further detail below with reference to the attached drawings and examples, wherein the examples are described as some, but not all, examples of the present invention. All other embodiments, which can be made by those skilled in the art without making any inventive effort, are intended to be within the scope of the present invention.
The flow of the method for optimizing the traffic organization of the ship in the limited bidirectional channel is shown in the figure 1, and the method in the embodiment comprises the following steps:
step 101: establishing a multi-target optimization model of the traffic organization of the ship in the restricted bidirectional channel according to the special navigation rule of the restricted bidirectional channel, wherein the multi-target optimization model comprises a ship pre-navigation preparation model, a restricted/unidirectional navigation mode conversion model, a restricted single/bidirectional navigation mode conversion model and a restricted navigation risk point traffic conflict resolution model;
step 102: on the basis of the multi-target optimization model, a multi-target evolution model is established according to a multi-target evolution operator;
step 103: and instantiating the multi-target evolution model to obtain a limited bidirectional channel ship traffic organization optimization scheme.
Further, the step 101 includes:
1.1, a ship pre-sailing preparation model:
wherein: the formula (1) shows that the starting scheduling time of each ship is not earlier than the arrival/departure time of the ship, and the scheduling ending time of each ship is equal to the sum of the navigation time accumulation among the critical navigation risk points in the navigation process, so that the safety of the ship in the navigation process and the continuity of the navigation time are ensured in advance. Wherein Tp is i Time of ship application for entering and exiting ports, tf i TK at the moment of completing arrival and departure of ship i k Time when ship sails to channel limiting channel risk point k, delta Bt i Time X of ship sailing from harbor pool connecting water area to corresponding berth i Representing the direction of travel of the vessel,ΔT i k the navigation time of the ship between the limiting navigation risk points of the navigation channel,and->Respectively, the time required for all the vessels to be dispatched and the time required for all the vessels to wait in the port in one vessel traffic organization plan period.
1.2, restrictive one/two way navigation mode conversion submodel:
wherein: the formula (2) is used for judging that when the two different vessels in the limited navigation are converted into the limited one-way navigation mode, the two vessels can only keep one-way navigation in the whole limited one-way navigation section by adjusting the moment that the vessels reach the designated navigation risk point.
1.3, a restricted airway risk point communication conflict resolution submodel:
wherein: equation (3) indicates that the limiting navigation two-way ship keeps different-direction safety time slots at the appointed critical navigation path risk points, and equation (4) indicates that the entering and exiting two-way ship keeps the same-direction safety time slots at each critical navigation path risk point in the navigation path one-way navigation mode. Wherein the Tg is k The ship is provided with a safety time slot in different directions; x is X i Representing the navigation direction of the ship, X i =1 is entry; x is X i =0 is departure.
1.4, restrictive/unidirectional navigation mode conversion submodel:
wherein: the restrictive/unidirectional navigation mode conversion occurs at two critical navigation risk points at the upper channel position and the connecting water area position, the formula (5) represents the conversion of the restrictive navigation mode into the unidirectional port-in/port-out navigation mode respectively, and the formula (6) represents the conversion of the unidirectional port-in/port-out navigation mode into the restrictive navigation mode.
Further, the step 102:
and 3.1, carrying out qubit probability amplitude coding operation based on a randomly generated inbound/outbound ship sequence, an inbound/outbound ship restricted/unidirectional navigation mode and a restricted single/bidirectional navigation mode, wherein the probability amplitude is expressed by (cos (t), sin (t)). The sequence of each chromosome gene after initialization is shown in the formulas (7) and (8):
p icos ＝(cos(t i1 ),cos(t i1 ),...,cos(t in )) (7)
p isin ＝(sin(t i1 ),sin(t i1 ),...,sin(t in )) (8)
in the above formula, t=2pi×rand, i is {1,2,..m }, j is {1,2,., n }, the size of the population is denoted by m, the number of bits of each chromosome quantum represents the number n of inbound and outbound ships to be scheduled in one period;
3.2, for n gene sites on each initialized chromosome, 2n (-1, 1) probability amplitude ranges are provided, and the original number is converted into an integer sequence by arranging the probability amplitude in an ascending order and retrieving the positions of the original number in the ordered sequence; through the solution space conversion, each chromosome in the generated population can represent two groups of scheduled inbound and outbound ship sequences, and each bit in the sequences represents an inbound and outbound ship number;
3.3, judging whether the current ship to be dispatched is different from the previous ship to be dispatched in the port entering and exiting direction, further judging whether the ship load ton is a single/double navigation tonnage limiting value specified by a small port area, if the current ship load ton is smaller than the single/double navigation tonnage limiting value, distributing the navigation mode into a limiting bidirectional navigation mode, and then judging whether the ship keeps one-way navigation in the whole navigation process of a limiting channel one-way navigation section and keeps safe time slots specified by the port area at other channel risk points by combining time slots of the ship between the channel risk points, if the ship does not keep the safe time slots specified by the port area at other channel risk points, and adjusting the time for the ship to reach the channel risk points so as to ensure that the ship has enough safe time slots in the navigation of the channel;
3.4, according to the condition in 3.3, circularly judging each ship in the arrival and departure ships, ensuring the safety and efficiency of each scheduled ship in the process of limiting navigation through the navigation channel, and ending calculation of the last ship;
and 3.5, judging whether the size of the population is a termination algebra, if so, terminating calculation, outputting an optimal solution, and if not, continuing optimizing the population.
Further, the step 103 includes:
and acquiring corresponding experimental simulation data according to the limited bidirectional channel water area of the yellow Yes harbor coal harbor area in 2018, and establishing a ship traffic simulation basic database. The method comprises the steps of screening out the ship length, ship speed, draft, longitude and latitude position data of a bulk coal ship by judging conditions of ship AIS data in a harbor area; setting a GPS position threshold of a channel ship, and extracting ship navigation time parameters among key channel risk points of the channel; filtering out the berth longitude and latitude values of the ship according to the speed change characteristics of the ship at the port, and obtaining the ship navigation time parameters in the port pool through clustering operation, wherein the ship navigation time parameters are shown in a table 1 as the ship navigation time average value of the port pool, a table 2 as the ship navigation time average value among limiting course risk points, and a table 2 as a schematic diagram of a limiting bidirectional channel of a yellow river port coal port area, wherein limiting course risk points 2 and 5 respectively take midpoints of 1-3 and 4-6.
In the embodiment, parameter setting of a limiting bidirectional channel ship traffic organization optimization model is as follows: setting the ship scheduling start time to be 0, and setting the number of the scheduled ships to be 30; channel ship safety room based on yellow Ye harbor regulationDistance (using fixed distance 1.5n mils), upper limit value (28.4 minutes) of navigation time of 1 st one-way navigation section ship of the channel dug in table 1, 5 degree bend distance (1.7 n mils) of the channel, dock front distance (1.0 n mils), and according to average navigation speed of the channel and dock basin ship, converting into corresponding safe time slot and setting Tg 0 8 minutes, tg 1 30 minutes, tg 3 9 minutes, tg 4 25 minutes, wherein the first objective function of the optimization model represents that the time required by the total ship to be scheduled is minimum, and the second objective function represents that the waiting time of the total ship in ports is minimum; adjusting and optimizing parameters of the multi-target evolution model on the basis of multiple experiments, and setting quantum bits: 30, initial value of rotation angle step: 0.01 x pi, crossover probability: 0.95, probability of variation: 0.05, termination algebra: 300 generation.
TABLE 1
TABLE 2
The multi-objective evolution model is instantiated, the situation of one-time operation with generality and representativeness in repeated solving of the multi-objective evolution model for 50 times is shown in fig. 3, the change of a first target value and a second target value solved by the model along with the iteration times is more uniform, the optimal solution of the corresponding target value converges at the latest about 100 generations, and the optimizing effect is more ideal; in addition, the average quality statistics of solutions obtained by the experimental operation results are shown in fig. 4, and as can be seen from fig. 4, the first target value optimal solution of the 50 experimental operation results is intensively distributed between 4519.0min and 4538.3min with a probability of 85.6%, the second target value optimal solution is intensively distributed between 2899.5min and 2953.3min with a probability of 88.2%, which indicates that the target optimizing results of the multi-target evolution model described by 50 experiments are obviously concentrated, and the stability is higher.
The multi-objective evolution model is instantiated, and the obtained limiting bidirectional channel ship traffic organization optimization scheme is shown in table 3. Comparing a ship arrival/departure optimization scheme under a first target optimization in a Pareto optimal solution set obtained by the model with FCFS (First Come First Served) and FoLi (First out Last in) scheduling strategies commonly adopted by related departments of ship traffic organization under a limited bidirectional navigation condition specified by a harbor district, wherein a ship arrival/departure sequence is as follows: FCFS (0-29), foLi (0,2,3,4,5,8,9,12,19,20,21,28,29,1,6,7,10,11,13,14,15,16,17,18,22,23,24,25,26,27). By comparison, the optimal solution of the total ship scheduling time and the total ship waiting time solved by the model is respectively reduced by 22.6 percent and 30.8 percent compared with the FCFS method and is respectively reduced by 26.3 percent and 31.5 percent compared with the FoLi method, which proves the high efficiency of the model solving optimization scheme.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same. What is not described in detail in this specification is prior art known to those skilled in the art. All tables and figures are presented in a schematic manner to describe the practice of the invention, as will be understood by those of ordinary skill in the art: the technical solutions described in the foregoing embodiments may be modified, but the essence of the corresponding technical solutions does not deviate from the scope of the technical solutions of the embodiments of the present invention.
TABLE 3 Table 3
Claims (2)
1. A method for optimizing traffic organization of a limited bi-directional channel ship, comprising:
establishing a multi-target evolution model of the limited bidirectional channel ship traffic organization according to the special navigation rule of the limited bidirectional channel, wherein the multi-target evolution model comprises a ship pre-navigation preparation model, a limited/one-way navigation mode conversion model, a limited single/two-way navigation mode conversion model and a limited channel risk point communication conflict resolution model;
establishing a multi-target evolution model according to a multi-target evolution operator on the basis of the multi-target evolution model;
instantiating the multi-target evolution model to obtain a limited bidirectional channel ship traffic organization optimization scheme;
the following ship pre-sailing preparation model is established:
the model is adopted to indicate that the starting scheduling time of each ship is not earlier than the arrival/departure time of each ship, and the scheduling ending time of each ship is equal to the accumulated summation of the navigation time among the critical navigation risk points in the navigation process, so that the safety of the ship in the navigation process and the continuity of the navigation time are ensured in advance; wherein Tp i Applying for arrival and departure time for ship, tf i The time for the ship to finish entering and leaving the port,for the moment when the ship sails to the channel limiting channel risk point k, deltabt i The time for the ship to navigate from the harbor pool connecting water area to the corresponding berth is shown; x is X i Representing the navigation direction of the ship, deltaT i k Is the navigation time of the ship between each limiting navigation risk point of the navigation channel
Establishing a restrictive single/double navigation mode conversion sub-model:
when the model is adopted to judge that the two different vessels in the limited navigation are converted into the limited unidirectional navigation mode, the moment that the vessels reach the designated navigation path risk point is adjusted to ensure that the two vessels can only keep one-way navigation in the whole limited unidirectional navigation section, wherein Tg k The method is characterized by comprising the steps of being a ship anisotropic safe time slot;
establishing a restricted airway risk point communication conflict resolution submodel:
wherein: formulas (3) and (4) are key way risk point traffic conflict resolution, wherein formula (3) represents that two limited navigation anisotropic ships keep an anisotropic safety time slot at a specified key way risk point, and formula (4) represents that two ships at an entrance and an exit keep the same-direction safety time slot at each key way risk point in a one-way navigation mode of a navigation channel;
establishing a restrictive/unidirectional navigation mode conversion sub-model:
wherein: the restrictive/unidirectional navigation mode conversion occurs at two critical navigation risk points at the upper channel position and the connecting water area position, the formula (5) represents the conversion of the restrictive navigation mode into the unidirectional port-entering/port-exiting navigation mode respectively, the formula (6) represents the conversion of the unidirectional port-entering/port-exiting navigation mode into the restrictive navigation mode, and Tg0 is the minimum homodromous safety time slot of the ship.
2. The method of limiting bi-directional channel marine traffic organization optimization of claim 1, wherein building a multi-target evolutionary model from a multi-target evolutionary operator comprises:
carrying out the quantum bit probability amplitude coding operation of the traffic organization of the limited bidirectional channel ships based on the randomly generated arrival/departure ship sequence, the arrival/departure ship limited/unidirectional navigation mode and the limited single/bidirectional navigation mode;
for n gene sites on each initialized chromosome, 2n (-1, 1) probability amplitude is provided, the probability amplitude is arranged in an ascending order, and the index numbers corresponding to the sequence elements of the original probability amplitude are sequentially retrieved, so that the original chromosome is converted into an integer sequence; each chromosome in the generated population represents two groups of scheduled inbound and outbound ship sequences through solution space conversion, and each bit in the sequences represents an inbound and outbound ship number;
judging whether the current ship to be dispatched is different from the previous ship to be dispatched in the direction of arrival and departure, further judging whether the load ton of the ship is smaller than the limit value of single/double navigation tonnage specified in the harbor area, if so, distributing the navigation mode into a limiting bidirectional navigation mode, combining the time slot of the ship between the navigation path risk points, judging whether the ship keeps one-way navigation in the whole navigation process of the limiting navigation path one-way navigation section and keeps the safety time slot specified in the harbor area at other navigation path risk points, and if not, adjusting the time for the ship to reach the navigation path risk points so as to ensure that the ship has enough safety time slot in navigation path;
according to the judging conditions, sequentially and circularly judging each ship in the sequence of the arrival and departure ships, so as to ensure the safety and efficiency of each scheduled ship in the process of sailing in a restricted channel;
judging whether the population size is a termination algebra, if so, terminating calculation, outputting an optimal solution, and if not, continuing optimizing the population.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010694010.5A CN111881563B (en) | 2020-07-17 | 2020-07-17 | Method for optimizing traffic organization of limited bidirectional channel ship |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010694010.5A CN111881563B (en) | 2020-07-17 | 2020-07-17 | Method for optimizing traffic organization of limited bidirectional channel ship |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111881563A CN111881563A (en) | 2020-11-03 |
| CN111881563B true CN111881563B (en) | 2023-09-19 |
Family
ID=73154963
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010694010.5A Active CN111881563B (en) | 2020-07-17 | 2020-07-17 | Method for optimizing traffic organization of limited bidirectional channel ship |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111881563B (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112818466B (en) * | 2021-01-28 | 2023-09-12 | 上海海事大学 | Offshore traffic organization method for large LNG ship entering and exiting port channel |
| CN113642106A (en) * | 2021-08-09 | 2021-11-12 | 武汉理工大学 | Ship navigation model construction method and device, electronic equipment and storage medium |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105117793A (en) * | 2015-08-10 | 2015-12-02 | 大连海事大学 | Two-way navigable port ship scheduling optimization method |
| CN108346319A (en) * | 2018-04-18 | 2018-07-31 | 大连海事大学 | A kind of global traffic organization optimization method in disengaging large-scale harbour complexity navigation channel |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2018106920A1 (en) * | 2016-12-08 | 2018-06-14 | Plexxi Inc. | A framework for universally specified affinity topologies with partial path invalidation and generalized network flows |
-
2020
- 2020-07-17 CN CN202010694010.5A patent/CN111881563B/en active Active
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105117793A (en) * | 2015-08-10 | 2015-12-02 | 大连海事大学 | Two-way navigable port ship scheduling optimization method |
| CN108346319A (en) * | 2018-04-18 | 2018-07-31 | 大连海事大学 | A kind of global traffic organization optimization method in disengaging large-scale harbour complexity navigation channel |
Non-Patent Citations (1)
| Title |
|---|
| 双向通航港口船舶调度优化模型与算法;张新宇;李瑞杰;林俊;陈向;;中国航海(02);全文 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN111881563A (en) | 2020-11-03 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN111881563B (en) | Method for optimizing traffic organization of limited bidirectional channel ship | |
| CN112668846B (en) | Intelligent dispatching system for ship locks | |
| CN105117793B (en) | A kind of two-way navigation yard craft method for optimizing scheduling | |
| CN104281894A (en) | Ship dispatch optimization method based on channel and berth resources | |
| CN107525509B (en) | Open water area sailing ship path planning method based on genetic algorithm | |
| CN110083983A (en) | A kind of boat segmental speed of a ship or plane optimization method and intelligent management system | |
| CN111898859A (en) | Multi-target one-way channel wharf continuous berth allocation scheduling method | |
| CN113935603A (en) | Reservoir group multi-target forecast pre-discharge scheduling rule optimization method, system and medium | |
| CN113392919B (en) | Deep belief network DBN detection method of attention mechanism | |
| CN110110403A (en) | A kind of scheduling gear method being applicable in unidirectional continuous lockage ship | |
| CN110825513A (en) | Agile single-star multi-constraint task optimal scheduling method | |
| CN112668694A (en) | Regional flow prediction method based on deep learning | |
| CN108639882A (en) | Processing chip based on LSTM network models and the arithmetic unit comprising it | |
| CN113395218B (en) | Hybrid trigger control method for avoiding network congestion | |
| CN111445372A (en) | MEC-based local multi-vehicle unified decision-making method | |
| CN115052297A (en) | Power distribution and relay design method for ground-sea communication network | |
| CN116468235A (en) | Port ship traffic organization optimization method for multi-harbor pool mixed navigation | |
| CN115562835A (en) | Agile satellite imaging task scheduling method and system based on data driving | |
| CN112733241A (en) | Public place guardrail layout optimization method based on self-adaptive differential evolution algorithm | |
| CN114926009A (en) | Unit combination two-stage rapid solving method based on improved Transformer neural network | |
| CN115002802A (en) | IRS-assisted NOMA unmanned aerial vehicle network security rate maximization method | |
| YiLou et al. | Study on the optimal dispatching algorithm of ships in and out of tidal two-way channel | |
| Wang et al. | Ship Navigation Safety Assessment Based on Improved Particle Swarm Algorithm | |
| Peng et al. | Stochastic scenario generation for wind power and photovoltaic system based on CGAN | |
| CN113419429A (en) | Dredging control method for port ship bearing capacity saturation |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |