CN112668846B - Intelligent dispatching system for ship locks - Google Patents
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Abstract
The intelligent dispatching system for the ship locks comprises a remote intelligent centralized dispatching frame, a multi-lock joint dispatching model and a single-lock intelligent gear model, wherein the remote intelligent centralized dispatching frame comprises an acquisition layer, a resource layer, a data layer, a supporting layer and an application layer; the multi-lock joint scheduling model optimizes the number of times of unlocking each ship lock and the unlocking time of each lock so as to minimize the average time to be locked of the ship of each ship lock and the operation cost; the intelligent gear model of the single lock reasonably arranges the ships in the single lock of the ship lock according to the similarity index, so that the utilization rate of the lock chamber area is maximum, and an optimal gear map is output. The invention designs an overall solution from the system level, and provides a systematic solution for the problems of low informatization level, unsmooth information interaction, lack of coordinated linkage and the like in the existing ship lock scheduling process.
Description
[ field of technology ]
The invention relates to the technical field of water transportation, in particular to an intelligent dispatching system for a ship lock.
[ background Art ]
The inland navigation has the characteristics of large traffic volume, low cost, low energy consumption, less pollution, wide adaptability and the like.
With the rapid development of the inland waterway transportation industry, the number of ships is increased year by year and gradually develops to the large-scale and diversified directions, however, the traditional ship lock dispatching means which mainly takes manpower and takes a small amount of information as assistance cannot meet the actual needs; at present, the related technology does not provide an integral solution idea of multi-lock joint scheduling from a system level, does not deeply excavate the application of a mobile terminal in intelligent scheduling, has low informatization level, unsmooth information interaction and lack of coordinated linkage in the ship lock scheduling process, and therefore, has the problems of high ship lock blocking probability and low overall navigation efficiency of a navigation channel; secondly, the bottleneck problem of single lock passing is ignored in the coordination linkage of multiple locks, single-lock ships cannot be reasonably arranged, and an optimal gear map cannot be generated.
Therefore, the intelligent ship lock scheduling system for reasonably arranging and improving navigation efficiency is a problem to be solved in the field.
[ invention ]
In order to solve the problems, the invention provides a ship lock intelligent dispatching system, which comprises a remote intelligent integrated dispatching frame, a multi-lock joint dispatching model and a single-lock intelligent gear model, wherein the remote intelligent integrated dispatching frame comprises an acquisition layer, a resource layer, a data layer, a supporting layer and an application layer; the multi-lock joint scheduling model optimizes the number of times of unlocking each ship lock and the unlocking time of each lock so as to minimize the average time to be locked of the ship of each ship lock and the operation cost; the intelligent gear model of the single lock reasonably arranges the ships in the single lock of the ship lock according to the similarity index, so that the utilization rate of the lock chamber area is maximum, and an optimal gear map is output.
Further, the acquisition layer comprises an AIS/GPS system, a video monitoring system, a hydrological system and a ship lock control system.
Further, the resource layer comprises an application server, a data server, an analysis server, a 5G communication network and an operating system.
Furthermore, the supporting layer provides core technical support for upper application system construction, including data sharing exchange, mobile interconnection, data visualization and data analysis.
A construction method of a multi-gate joint scheduling model comprises the following steps: step one: by passing through
Setting a sliding time window, and predicting the ship flow passing through each ship lock and the time for reaching the lock of each ship in the sliding time window according to the real-time navigation information of each ship in the navigation channel by adopting a rolling time domain optimization method;
step two: calculating the number of times of opening the ship locks and the time of opening the ship lock of each time in a sliding time window by taking the minimum average time to be locked and the minimum operation cost of the ship of each ship lock as targets;
step three: and after the minimum ship average waiting time of each ship lock is obtained through calculation, the ship average delay degree of each ship lock is evaluated, and when the ship average delay degree of the downstream ship lock exceeds a threshold value, the opening time of each ship lock in the sliding time window of the upstream ship lock is dynamically adjusted, so that the bottleneck ship lock pressure is relieved.
A construction method of a single-gate intelligent gear model comprises the following steps: s1, taking in ship
Constructing a lock room space coordinate system by taking the lock direction as an abscissa axis, and constructing a ship set to be locked according to the time sequence of arrival of the ship obtained by distributing single locks of the ship locks in the multi-lock joint scheduling model;
s2, initializing static parameters and dynamic parameters of a lock chamber;
s3, taking a first ship in the ship set to be launched as a lock room to start the ship arrangement, putting the ship in the left row, and calculating the sum of the coordinate position of the current ship arrangement in the lock room and the area of the ship arrangement;
s4, selecting a ship to be braked with highest similarity from the rest set to be braked into a right row by calculating a similarity index, selecting a ship from the rest set to be braked into a left row according to the time sequence of the brake if no proper ship exists, and calculating the coordinate position of the current arranged ship in a brake room and the sum of areas of the arranged ships;
s5, analogizing sequentially until the sum of areas of the arranged ships is larger than the area of a lock chamber, forming a temporary arrangement scheme, starting arranging the ships by taking each ship in the ship set to be locked as the lock chamber in turn, repeating the processes to form a plurality of temporary arrangement schemes, selecting the scheme with the largest utilization rate of the lock chamber area, and generating a final gear map;
and S6, merging the remaining unsuccessfully arranged ships into a ship set to be braked for the subsequent brake application.
Further, the static parameters include: the length and width of the sluice chamber, the safety redundancy distance of the sluice tail, the transverse and longitudinal safety distance between ships and the transverse and longitudinal safety distance of the sluice chamber boundary.
Further, the dynamic parameters include: left row remaining length and width, right row remaining length and width, left row movement coordinates, right row movement coordinates.
Compared with the prior art, the invention has the following beneficial effects:
1. the whole solution is designed from the system level, and a systematic solution idea is provided for the problems of low informatization level, unsmooth information interaction, lack of coordinated linkage and the like in the existing ship lock scheduling process.
2. Constructing a multi-lock joint scheduling model, and solving the bottleneck problem of single lock passage
3. By adopting a rolling time domain prediction optimization method, the average time to lock of the ships with minimum operating cost of each ship lock is used as an optimization target, the number of times of opening the ship lock in a sliding time window and the time of opening the ship lock with minimum operating cost are calculated, the ship delay to lock of each ship lock is estimated in advance, when the ship delay to lock of the bottleneck ship lock exceeds a threshold value, the time of opening the ship lock of each ship lock of an upstream ship lock is dynamically adjusted, and the downstream bottleneck ship lock pressure is relieved
4. A single-gate intelligent gear shifting die is constructed, and the efficiency problem of manual gear shifting is solved. By adopting a similarity matching method, the ship in a single lock of the ship lock is reasonably arranged with the maximum lock chamber area utilization rate as a target, and an optimal gear diagram is generated.
[ description of the drawings ]
FIG. 1 is a diagram of a secondary management system for a ship lock dispatch system in accordance with the present invention.
FIG. 2 is a diagram of a remote intelligent centralized tuning framework in accordance with the present invention.
Fig. 3 is a schematic view of the lock chamber ship arrangement of the present invention.
FIG. 4 is a conventional gate sequence and time sequence diagram.
FIG. 5 is a sequence and time sequence diagram of the gate entry according to the present invention.
Fig. 6 is a schematic view of a gear shift of the present invention.
[ detailed description ] of the invention
The directional terms mentioned in the present invention, such as "upper", "lower", "front", "rear", "left", "right", "inner", "outer", "side", etc., are merely directions in the drawings for explaining and explaining the present invention, and are not intended to limit the scope of the present invention.
The intelligent ship lock dispatching system firstly builds a remote intelligent centralized dispatching frame, and by reorganizing the existing ship lock passing business flow, all ship lock data transmission channels are opened, all ship lock control functions are accessed, the functions of multi-stage ship lock joint dispatching, ship lock remote centralized control and the like are realized, and the problems of low informatization level, unsmooth information interaction, lack of coordination linkage and the like in the traditional ship lock dispatching process are solved; secondly, a multi-lock joint scheduling model is built, scheduling conditions of all locks and navigation information of the navigation channel are unified, delay conditions of all locks of the ship to be locked are estimated in advance, the opening times of all locks and the opening time of all locks are dynamically adjusted, the time of the ship to be locked is reduced, the blocking probability of the bottleneck locks is reduced, and the whole navigation efficiency of the navigation channel is improved. Finally, a single-lock intelligent gear model is constructed, an optimal gear passing scheme of the ship lock is rapidly screened according to the area utilization rate of the lock chamber on the basis of fair and priority considering efficiency, and an APP or public number is utilized to push a gear plan to a shipman in a graphical mode, so that the problems that the efficiency is lacking in traditional manual drawing, the number passing is easily caused after a release means is lagged, and the like are solved.
Example 1
Constructing a remote intelligent centralized dispatching framework of a ship lock dispatching system, wherein the ship lock dispatching system adopts a secondary control system, as shown in fig. 1, the upper stage is a channel management place, and is communicated with each ship lock through a data transmission channel, and is connected with each ship lock control function to be responsible for remote intelligent centralized dispatching; the next stage is each ship lock management station and is responsible for receiving unified joint scheduling instructions of the channel management stations and simultaneously completing the ship lock passing service of the ship lock; the ship lock scheduling system adopts a construction mode of combining private cloud and big data frames, gathers information such as basic data, service data, monitoring data and the like of each ship lock management station, and ensures a large amount of data and distributed storage and unified management; the next stage transfers control to the previous stage when a significant event occurs in order to implement remote centralized control.
As shown in fig. 2, the remote intelligent centralized adjustment framework comprises an acquisition layer, a resource layer, a data layer, a support layer and an application layer;
the acquisition layer comprises data sources such as an AIS/GPS system, a video monitoring system, a hydrological weather system, a ship lock control system and the like;
the resource layer comprises software and hardware resources such as an application server, a data server, an analysis server, a 5G communication network, an operating system and the like;
the data layer provides a foundation for the construction of each application system based on data and for the sharing exchange of the data, and mainly comprises the following steps: information base such as basic data, personnel data, business data, topic analysis data and the like, and unified data bus interfaces, so that data uniformity, interface specification uniformity and data management and maintenance uniformity are guaranteed.
The supporting layer is for providing core technical support for upper application system construction, mainly includes: support platforms for data sharing and exchange, mobile interconnection, data visualization, data analysis and the like.
The application layer comprises an upper-level channel management department and a lower-level ship lock management department, and the channel management department is responsible for comprehensive monitoring, unified scheduling and remote centralized control; the lower ship lock management station is responsible for ship registration, intelligent payment, intelligent gear shifting, lock passing scheduling, intelligent monitoring and the like.
The comprehensive monitoring is to realize unified management of basic information, dynamic monitoring of real-time dispatching of each ship lock and visual display of statistical analysis results by combining an electronic map, and integrally control dispatching conditions of each ship lock of the navigation channel.
The unified scheduling is to realize the unified scheduling of each ship lock scheduling plan through decision analysis according to the real-time scheduling condition of each ship lock and navigation information of the navigation channel ship.
The remote centralized control is to access the control functions of the locks and remotely and intensively control the operation of the locks when a major accident occurs, so as to realize quick emergency response.
The ship registration is carried out on-line offshore registration through APP, and after the system uses RFID equipment/AIS base station/GPS to identify, locate and register that the ship arrives at the virtual arrival line set by the lock, the short message prompts successful registration
The intelligent payment is to automatically charge and push a payment two-dimensional code according to the successful registration information, the crews automatically complete payment by using the mobile phone to scan, and the short message prompts that the payment is successful.
The intelligent gear is to reasonably and automatically arrange the successfully paid ships according to the established gear rule and the designed gear algorithm to generate a gear schematic diagram.
The pass gate dispatching is to send/inform/issue the intelligent gear shift result to relevant dispatching and management personnel including shipmen, gate head duty operators, central dispatcher and the like in the modes of mobile APP, voice dispatching/short message dispatching, very high frequency/radio station, outdoor large screen and the like, and relevant staff completes the pass gate dispatching operation according to the opening time and the gear shift result.
The intelligent monitoring is to use the technologies of intelligent video recognition, laser radar detection, video linkage and the like to monitor the ship behaviors of the to-be-locked, the in-lock and the out-of-lock in real time, such as gate anti-collision early warning, gate clamping prevention, illegal berthing of the ship and the like, and support to give a warning to the shipman in a broadcasting, warning lamp and the like mode, and meanwhile, the dispatching center carries out video linkage and rapidly switches the field picture
Example 2
Constructing a multi-gate joint scheduling model: the average time to be locked of the ship of each ship lock is minimized and the operation cost is minimized by optimizing the time of unlocking each ship lock and the time of unlocking each lock, and the concrete construction method is as follows:
by setting a sliding time window (T w ) By adopting a rolling time domain optimization method, according to the real-time navigation information (position, speed, length and width and type) of each ship in the channel, the ship flow passing through each ship lock (for example, a single-line ship lock) in a sliding time window is predicted in each decision periodAnd the time to gate for each vessel +.>Mean time to lock of ship with each ship lockMinimum and operating costs (F l ) The minimum target is calculated to obtain the opening times of each ship lock in the sliding time window>And the opening time of each gate>
Wherein, l represents the number of the ship lock,indicating whether the marked vessel is assigned to the lock sub-k of the lock l,/>Represent the safe buffering time constant, K 1 And K 2 C is a proportionality coefficient l The operation cost of each opening of the ship lock is represented, and the constraint condition is as follows.
Wherein,and->Indicating the lower limit and the upper limit of the number of times of opening the ship lock in the sliding time window,/for the ship lock>Representing the current decision time, t val Represents a minimum time interval constant,/->Representing the area of the ship,/->Representing the area of the lock chambers of the ship lock.
When the minimum average waiting time of the ships at each ship lock is calculated, the average delay degree of the ships at each ship lock is estimated, and the average delay degree of the ships at the downstream ship lock exceeds a threshold D T Dynamically adjusting the opening time of each gate in the sliding time window of the upstream ship gateAnd the bottleneck lock pressure is relieved.
Example 3
Building a single-gate intelligent gear model: the ships in the single lock of the ship lock are reasonably arranged according to the similarity index, so that the utilization rate of the lock chamber area is maximum, and an optimal gear diagram is output, and the specific method is as follows:
firstly, a lock room space coordinate system is constructed by taking the ship lock entering direction as an abscissa axis (as shown in figure 3), and ships which are distributed and acquired by single locks in a multi-lock joint scheduling model are constructed into a ship set to be locked according to the time sequence of arrival of the locks.
Secondly, initializing static parameters and dynamic parameters of the gate chamber, wherein the static parameters comprise: the length and width of the lock chamber, the safety redundancy distance of the lock tail, the transverse and longitudinal safety distance between ships and the transverse and longitudinal safety distance of the lock chamber boundary, and the dynamic parameters comprise: left row of residual length L left And width W left Left length L of right row right And width W right (taking a double row as an example), left row movement coordinates (Xleft, yeleft), right row movement coordinates (Xright, yight).
Then, taking the first ship in the set of sluice vessels as a sluice chamber, starting the arrangement ship, putting the first ship into a left row (ship A), and calculating the sum of the coordinate position of the current arrangement ship in the sluice chamber and the area of the arranged ship (comprising waste); then, selecting a ship to be locked with highest similarity from the remaining collection to be locked into a right row (lock B) by calculating a similarity index, selecting a ship from the remaining collection to be locked into a left row (lock C) according to the time sequence of locking if no proper ship exists, and calculating the coordinate position of the currently-arranged ship in a lock chamber and the sum of areas of the arranged ships; and the like, forming a temporary arrangement scheme until the sum of areas of arranged ships is larger than the area of a lock chamber, starting arranging the ships by taking each ship in the ship set to be locked as the lock chamber in turn, repeating the processes to form a plurality of temporary arrangement schemes, selecting the scheme with the largest utilization rate of the lock chamber area, and generating a final gear map.
Finally, the remaining unsuccessfully deployed vessels are incorporated into the collection of vessels to be launched for a subsequent voyage.
Experimental example 1
Setting a sliding time window T by a multi-gate joint scheduling model w Assuming that 34 vessels arrive at the lock within 2 hours in the future, if the lock is entered in time sequence, the conventional lock entry sequence and time sequence are shown in fig. 4, and the accumulated waiting time of 34 vessels is up to 3 hours/vessel in consideration of the lock capacity limit. After the multi-gate joint scheduling strategy is adopted, the optimization result is shown in fig. 5, the accumulated time for the ship to be on the gate can be reduced to 1.2 hours per ship, the time for the ship to be on the gate can be reduced by about 40%, and the total time for the ship to pass the gate can be shortened by about 28%.
Experimental example 2
The single-lock intelligent gear model in the embodiment takes a double-row lock as an example, and assumes that the ship set to be locked for a certain lock at the current time is shown in the following table, wherein the ship set comprises ship number, ship length and ship width information; firstly, initializing static parameters of a lock chamber: the length and width of the lock chamber are respectively: 200m and 15m, a brake tail safety redundancy distance of 5m, and a transverse safety distance and a longitudinal safety distance between ships: 2m, the lateral and longitudinal safety distance of the gate chamber boundary is 1m; the dynamic parameters include: the left row has the following residual length and width: 195m and 13m, the right row remaining length and width are 195m and 13m, respectively, the left row moving coordinate (1, 0), the right row moving coordinate (1, 0).
TABLE 1 to-be-braked ship information
And (3) reasonably arranging the ships in the lock times by adopting a similarity matching method and taking the maximum lock chamber area utilization ratio as a target, and generating an optimal gear diagram as shown in fig. 6.
Furthermore, it should be understood that although the present disclosure describes embodiments, not every embodiment is provided with a separate embodiment, and that this description is provided for clarity only, and that the disclosure is not limited to the embodiments described in detail below, and that the embodiments described in the examples may be combined as appropriate to form other embodiments that will be apparent to those skilled in the art.
Claims (1)
1. The intelligent dispatching system for the ship lock is characterized by comprising a remote intelligent centralized dispatching frame, a multi-lock joint dispatching model and a single-lock intelligent gear model, wherein the remote intelligent centralized dispatching frame comprises an acquisition layer, a resource layer, a data layer, a supporting layer and an application layer; the multi-lock joint scheduling model optimizes the number of times of unlocking each ship lock and the unlocking time of each lock so as to minimize the average time to be locked of the ship of each ship lock and the operation cost; the intelligent gear model of the single lock reasonably arranges the ships in the single lock of the ship lock according to the similarity index, so that the utilization rate of the lock chamber area is maximum, and an optimal gear map is output;
the acquisition layer comprises an AIS/GPS system, a video monitoring system, a hydrological system and a ship lock control system;
the resource layer comprises an application server, a data server, an analysis server, a 5G communication network and an operating system;
the supporting layer provides core technical support for upper application system construction, including data sharing exchange, mobile interconnection, data visualization and data analysis;
the construction method of the multi-gate joint scheduling model comprises the following steps:
step one: by setting a sliding time window, a rolling time domain optimization method is adopted, and according to the real-time navigation information of each ship in the navigation channel, the ship flow passing through each ship lock and the time to lock of each ship in the sliding time window are predicted in each decision period;
step two: calculating the number of times of opening the ship locks and the time of opening the ship lock of each time in a sliding time window by taking the minimum average time to be locked and the minimum operation cost of the ship of each ship lock as targets;
step three: after the minimum ship average waiting time of each ship lock is obtained through calculation, the ship average delay degree of each ship lock is estimated, and when the ship average delay degree of the downstream ship lock exceeds a threshold value, the unlocking time of each ship lock in the sliding time window of the upstream ship lock is dynamically adjusted, so that the bottleneck ship lock pressure is relieved;
the construction method of the single-gate intelligent gear model comprises the following steps:
s1, constructing a lock room space coordinate system by taking a ship lock entering direction as an abscissa axis, and constructing a ship set to be locked according to a lock time sequence by distributing and acquiring ship locks in a multi-lock joint scheduling model;
s2, initializing static parameters and dynamic parameters of a lock chamber;
s3, taking a first ship in the ship set to be launched as a lock room to start the ship arrangement, putting the ship in the left row, and calculating the sum of the coordinate position of the current ship arrangement in the lock room and the area of the ship arrangement;
s4, selecting a ship to be braked with highest similarity from the rest set to be braked into a right row by calculating a similarity index, selecting a ship from the rest set to be braked into a left row according to the time sequence of the brake if no proper ship exists, and calculating the coordinate position of the current arranged ship in a brake room and the sum of areas of the arranged ships;
s5, analogizing sequentially until the sum of areas of the arranged ships is larger than the area of a lock chamber, forming a temporary arrangement scheme, starting arranging the ships by taking each ship in the ship set to be locked as the lock chamber in turn, repeating the processes to form a plurality of temporary arrangement schemes, selecting the scheme with the largest utilization rate of the lock chamber area, and generating a final gear map;
s6, merging the remaining unsuccessfully arranged ships into a ship set to be braked for the subsequent brake time;
the static parameters include: the length and width of the sluice chamber, the safety redundancy distance of the sluice tail, the transverse and longitudinal safety distance between ships and the transverse and longitudinal safety distance of the sluice chamber boundary;
the dynamic parameters include: left row remaining length and width, right row remaining length and width, left row movement coordinates, right row movement coordinates.
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| CN114596732B (en) * | 2022-03-09 | 2023-05-02 | 中电科（宁波）海洋电子研究院有限公司 | Inland ship in-out lock control method and system |
| CN114879554A (en) * | 2022-04-29 | 2022-08-09 | 江苏中科云墨数字科技有限公司 | Intelligent ship lock system |
| CN114566001B (en) * | 2022-04-29 | 2022-07-29 | 安徽博微广成信息科技有限公司 | Queuing method and system for ship passing brake |
| CN115240472B (en) * | 2022-07-19 | 2023-10-27 | 安徽博微广成信息科技有限公司 | Intelligent operation and service system for ship lock |
| CN115125926B (en) * | 2022-07-19 | 2023-10-27 | 安徽博微广成信息科技有限公司 | Inland navigation intelligent lock |
| CN115223399A (en) * | 2022-07-19 | 2022-10-21 | 安徽博微广成信息科技有限公司 | Ship lock control system in inland river shipping |
| CN117058599B (en) * | 2023-10-12 | 2023-12-15 | 南京苏润科技发展有限公司 | Ship lock operation data processing method and system |
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