CN114219236A

CN114219236A - Cascaded hub navigation joint scheduling method

Info

Publication number: CN114219236A
Application number: CN202111432635.5A
Authority: CN
Inventors: 齐俊麟; 冯小检; 南航; 李然; 刘莹; 张煜; 刘振嘉; 黄绍文; 赵尊荣; 兰毓峰; 张�杰
Original assignee: Three Gorges Navigation Authority
Current assignee: Three Gorges Navigation Authority
Priority date: 2021-11-29
Filing date: 2021-11-29
Publication date: 2022-03-22
Anticipated expiration: 2041-11-29
Also published as: CN114219236B

Abstract

A step hub navigation joint scheduling method determines operation constraint conditions according to navigation building operation conditions, operation modes, operation stages and opening time; constructing a multi-target-value cascade hub combined dispatching model with the maximum throughput, the minimum upstream and downstream ship traffic flow imbalance coefficient and the shortest time for a ship to pass through a cascade hub in a certain time period of a cascade navigation building; formulating a step junction combined dispatching scheme; and when the parameters of the multi-target-value cascade hub combined scheduling model change along with the time period, correcting the cascade hub combined scheduling scheme according to the target value of the multi-target-value cascade hub combined scheduling model. According to the cascade hub combined dispatching scheme, ships are organized to safely and orderly pass through the cascade hubs. The invention provides a cascade hub navigation joint scheduling method which can ensure balanced operation of cascade hub navigation facilities and effectively improve navigation efficiency.

Description

Cascaded hub navigation joint scheduling method

Technical Field

The invention relates to the technical field of navigation scheduling of a ship lock, in particular to a step hub navigation joint scheduling method.

Background

The three gorges are influenced by the economic development along the river and the improvement of the navigation condition by the water storage and storage of the three gorges, and the navigation development of the three gorges is rapid. The throughput of the three gorges ship lock is increased by about 17% every year in ten years of navigation, and the throughput of the Puzhou dam ship lock is increased by 28 times compared with the initial navigation. Since 2011 two dams and two locks break through hundreds of millions of tons, the throughput of the three gorges lock reaches the design level 19 years ahead, the annual throughput of the lock rises year by year, the supply and demand contradictions of passing the lock are increasingly aggravated, and the high-position lock waiting of the ship is normalized.

Although the scheduling level is improved by using modern information and management technology, the navigation efficiency of the two-dam ship lock cannot be fully exerted. Therefore, the research of the cascade hub navigation combined dispatching method is developed, the regulation and control of the ship traffic flow are enhanced, and the method has very important significance for establishing a safe, smooth, efficient and harmonious three gorges navigation environment.

Disclosure of Invention

In order to effectively improve the navigation efficiency, ensure the balanced operation of the cascade hub navigation facilities and maximize the comprehensive passing capacity and the overall navigation benefit of the cascade hub navigation facilities. The invention provides a cascade hub navigation joint scheduling method which can ensure balanced operation of cascade hub navigation facilities and effectively improve navigation efficiency.

The technical scheme adopted by the invention is as follows:

a step hub navigation joint scheduling method is characterized by comprising the following steps:

the method comprises the following steps: determining an operation constraint condition of the cascade hub joint dispatching according to the operation condition, the operation mode, the operation stage number and the opening time of the navigable building;

step two: constructing a multi-target-value cascade hub combined dispatching model with the maximum throughput, the minimum imbalance coefficient of the traffic flow of the upstream and downstream ships and the shortest time for the ships to pass through the cascade hubs in a certain time period of the cascade navigable building according to the operation constraint conditions;

step three: according to the multi-target-value cascade junction combined dispatching model and the parameter values thereof in the step two, a cascade junction combined dispatching scheme is formulated;

step four: and when the parameters of the multi-target-value cascade hub combined scheduling model change along with the time period, correcting the cascade hub combined scheduling scheme according to the target value of the multi-target-value cascade hub combined scheduling model.

Step five: according to the step hub combined dispatching scheme, ships are organized to safely and orderly pass through the step hubs, and the step hub combined dispatching scheme comprises the operation mode and the intensity of the step navigable buildings, the operation time of a brake (compartment), the order and the time of the ships passing through the step navigable buildings, and the ships and the number of the ships arranged in an anchorage ground.

In the first step, the first step is carried out,

the factors of the operation condition, the operation mode, the operation stage number and the opening time of the navigation building are constants of the joint scheduling and are determined according to different cascade hub characteristics.

The operating constraints include: the ship lock comprises a ship lock operation condition, a navigation environment, ship flow density, ship types, cargo carrying attributes, ship draft control standards, inter-dam anchor land capacity and scheduling rules;

the ship lock operation condition, the navigation environment, the ship flow density, the ship draft control standard, the ship type and cargo carrying property, the scheduling rule and the inter-dam anchor area capacity factor are jointly scheduled variables, and the parameters are determined according to the field real-time operation condition, and the parameter values can change along with the change of the actual condition;

the navigable environment comprises: wind, fog, water level, flow, channel depth, channel width.

In the second step, the first step is carried out,

the upstream and downstream ship traffic flow imbalance coefficients comprise a time imbalance coefficient and a direction imbalance coefficient,

the time imbalance means that the time of the ship arriving at the hub is divided successively, and the direction imbalance means the difference of the number of the ships in the upstream direction and the downstream direction of the hub.

In the second step, the multi-target value cascade junction joint scheduling model specifically comprises:

the throughput of the inlet and outlet of the cascade hinge is consistent in a sufficiently long period of time, so that the throughput in the objective function can be regarded as the throughput of a single hinge;

the cascade hub is provided with m ports according to the water flow direction, and the cascade hub passes through P ═ P₁＝P₂＝…＝P_m；

According to the general design code of ship lock, the passing capacity P of the ship lock_inNG. Wherein: n is the average brake passing times per day, N is the navigation days in the period, and G is the average load tonnage of one-time brake passing;

in a set period D, a unit period D of one day is set, the factors such as operating efficiency are considered, dam anchor lands are fully utilized, the throughput of each port of the step hub is different, and therefore the throughput of the step hub in the unit period is expressed as follows:

the function over period D with the maximum stephinge throughput at the target can be expressed as:

wherein n is_dNumber of pass gates of d periods, G_dAverage load tonnage for period d;

when the ship passes through the step junction, the time T of the ship passing through each port and the time delta T of the ship waiting for brake between the ports are formed, and the time of the ship passing through each port comprises: opening/closing time t of the chamber₁And the ship brake-in time t₂Gate chamber water filling/draining time t₃Time t for transfer between ship lock chambers/exit₄And ship entry/exit interval time t₅；

When the ship passes through the step hub, the ship is divided into two conditions according to the operation mode of the hub:

when the hub operates in one direction, the time of the ship passing through the step hub port i can be expressed as:

T_i＝4t_i1+t_i2+2t_i3+t_i4+2t_i5+ΔT_i (3)；

when the hub runs in the forward direction, the total time of the ships passing through the step hub port i in the up and down two brake passes can be expressed as follows:

T′_i＝4t_i1+2t_i2+2t_i3+2t_i4+4t_i5+ΔT_i+ΔT_i+1； (4)；

then the time of passage of each lock pass vessel through the cascade terminal port i can be expressed as:

the time to gate Δ T between ports can be expressed as:

let the service level of port i be C_i＝C_aiλ_iWherein: c_iDesign service level for port i, C_aiMaximum service level for port i day, C_i≤C_ai，λ_iServing port i with a level coefficient, λ_i≤1；

The difference in service level between different ports is:

ΔC_i＝C_i-C_i-1 (6)；

wherein C is₀＝0；

Then the time to gate between different ports:

wherein T is₀＝0 (7)；

The time for the ship to pass through the step junction in a unit period can be expressed as:

the function within the period D that aims to pass through the stepchain hubs with the shortest time can be expressed as:

time imbalance coefficient η_tFor the maximum cross-section ship flow P of the hub in a certain direction_maxAnd the average flow rate P_avThe ratio of (A) to (B):

wherein, P_av≤P_max；

Coefficient of directional imbalance η_fCan be expressed as:

wherein: p_uRefers to the ship flow in the downstream direction, P_aRefers to the ship flow in the countercurrent direction, P_tavIs the bidirectional average ship flow;

d period ship traffic flow imbalance coefficientη_dCan be expressed as:

η_d＝η_t+η_f (12)；

the function for the period D with the minimum traffic flow imbalance coefficient as the target can be expressed as:

the multi-objective value cascade hub combined dispatching model which comprehensively considers the maximum throughput, the minimum upstream and downstream ship traffic flow imbalance coefficient and the shortest time for the ship to pass through the cascade hub in the dispatching cycle can be expressed as follows:

wherein M is a dimensional adjustment factor according to Z₂And Z₁Is determined so that the ratio thereof to Z₃At the same dimensional level.

In the third step, the model parameters include: the method comprises the steps of starting and stopping operation time of the stair navigation building, operation interval time, switching duration, operation intensity, key ship and key switching time and anchor area capacity in one time period and multiple periods.

The invention discloses a navigation joint scheduling method of a cascade hub, which has the following technical effects:

1) the invention provides a cascade hub navigation combined scheduling method aiming at the condition that equipment and facilities of two dam ship locks operate normally, and by researching the key technology of matched operation of the two dam ship locks, the method fully utilizes related shipping supporting facilities, controls the operation time and operation mode of the ship locks under different conditions, achieves the purpose of shortest time consumption through a cascade hub, and effectively improves the navigation efficiency.

2) According to the cascade hub combined dispatching method, the targets of cascade hub throughput, ship traffic flow imbalance coefficient, time spent in passing through the cascade hub and the like are comprehensively considered, the cascade hub combined dispatching multi-target model is constructed, the navigation efficiency can be effectively improved, the operation balance of the cascade hub navigation facilities is ensured, and the comprehensive passing capacity and the whole navigation benefit of the cascade hub navigation facilities are maximally exerted.

Drawings

FIG. 1 is a flowchart of the cascaded hub joint scheduling of the present invention.

Detailed Description

As shown in fig. 1, a step hub navigation joint scheduling method includes the following steps:

in the first step of the method,

The operation conditions of the navigation building comprise the operation conditions of a three gorge ship lock navigation facility, a three gorge ship lift navigation facility and a Guzhou dam ship lock navigation facility.

Wherein, the navigation facility operating conditions of the three gorges ship lock include: the device comprises an upstream lowest and highest navigation water level, a downstream lowest and highest navigation water level, a lock chamber effective size, a minimum navigation width of an upstream and downstream pilot channel, a lock chamber water delivery longitudinal ratio, a lock chamber berthing condition, a pilot channel entrance door area flow rate and an allowable mooring force of a mooring cable facility in the lock chamber.

The technical conditions for the operation of the navigation facility of the Puzhou dam ship lock comprise: the minimum navigation water level and the maximum navigation water level of the upstream, the minimum navigation water level and the maximum navigation water level of the downstream, the effective dimension of a lock chamber, the minimum navigation width of an upstream pilot channel and a downstream pilot channel and the threshold elevation.

The navigation technical conditions of the three gorges ship lift comprise upstream and downstream water levels, upstream maximum surge height, downstream maximum water level variability and ship lift running wind speed.

The navigation building has the following operation modes and operation stages:

the operation mode of the three gorges ship lock is shown in table 1:

TABLE 1 running mode of three gorges ship lock

The running modes of the three gorges ship lift and the ship lock of the GE dam are as follows:

(1) in the water-abundance period, the Guzhou dam 1# ship lock runs in a one-way downward mode and is matched with the three gorges south line ship lock; the Guzhou dam 2# ship lock runs in the forward direction, and the behaviors are mainly matched with the three gorges north line ship lock; the Guzhou dam 3# ship lock is a rapid channel running in the opposite direction and is matched with a ship lift; the three gorges hub ship lift is a rapid passage running in the head-on direction.

(2) In the flood season, the Guzhou dam 1# ship lock runs in a one-way downward mode and is matched with the three gorges south line ship lock; the Guzhou dam 2# ship lock is in a one-way ascending mode and is matched with a three gorges north line ship lock; the Guzhou dam 3# ship lock is a rapid channel running in the opposite direction and is matched with a ship lift; the three gorges hub ship lift is a rapid passage running in the head-on direction.

(3) In the dry season, the Puzhou dam junction No. 1 ship lock mainly takes unidirectional ascending and regularly reverses to intensively shunt descending; the Guzhou dam junction No. 2 ship lock and No. 1 ship lock run in different directions and in a single direction, and are reversed periodically; the gezhou dam hub 3# ship lock is a fast channel, cooperates with the gezhou dam hubs 1# and 2# ship lock, and generally changes directions 1-2 times day and night.

The opening time of the navigation building is as follows:

the three gorges ship lock has the navigation days of 335 days every year and runs for 22 hours on average every day; the three gorges ship lift has the navigation days of 335 days every year and runs for 22 hours on average every day; the number of navigation days of the ship locks of the Gezhou dam 1# and the Kuzhou dam 2# is 320 days every year, and the ship locks averagely run for 22 hours every day; the number of days of navigation of the Puzhou dam 3# ship lock is 335 days per year, and the ship lock runs for 22 hours per day on average.

the ship lock operation condition information mainly comprises whether each ship lock is shut down due to maintenance, flood season or other reasons in the planning period, whether each ship lock operates normally, and if the ship lock operates normally, corresponding settings are needed according to the situations in planning.

(1) Wind factors in the navigable environment are as follows:

the wind weather is the windy weather that the measured wind power of the navigation water area reaches or exceeds 6 grades and lasts for more than 10 minutes. The navigation of the ship under the condition of strong wind should comply with the following regulations: the lock chamber of the three gorges ship lock and the water areas of the upper and lower approach channels thereof have strong wind, the three gorges ship lock should stop the ship passing through the lock, and the ship should be strengthened and fastened in the lock chamber and periodically checked; the ship berthing at the approach pier of the navigation channel of the three gorges ship lock and the anchoring ground to be locked is forbidden to leave the three gorges ship lock; the ship which has undocked the entry gate from the docking piers continues to enter the gate, and the ship which has entered the navigation channel and is to pass through the gate sails to the docking piers to be berthed. When a ship meets strong wind in a water area outside the three gorges lock area, a safe water area is selected nearby to berth for avoiding wind, and safety guard is enhanced.

(2) Fog factors in the navigable environment are as follows:

the method refers to the foggy weather that the upward visible distance of the ship is less than 500m or the downward visible distance of the ship is less than 1000 m. The navigation of the ship under the heavy fog condition complies with the following regulations: when the visible distance is less than 500m, the three gorges lock stops passing the lock; the navigation channel approach pier and the ship to be locked anchored are stopped at the three gorges ship lock, and the ship is forbidden to leave the three gorges ship lock; the ship to be passed through the gate, which enters the approach channel, sails to the ship berthing pier for berthing. When the ship meets heavy fog in the water area above the approach channel on the three gorges ship lock and the visible distance is less than 500 meters, a safe water area is selected nearby for berthing. When a ship meets heavy fog in a water area below a navigation channel under a three gorges ship lock and the visible distance is less than 1000m, a descending ship needs to select a safe water area nearby for berthing; when the distance is less than 500m, all ships should be berthed in a safe water area nearby.

(3) The water level factors in the navigable environment are as follows:

the daily hydrological information comprises three gorges warehousing flow, three gorges ex-warehouse flow, pueraria zhonghuan dam warehousing flow, pueraria zhonghuan dam ex-warehouse flow, forecast of the three gorges warehousing flow for nearly several days, new Taiping river water level, three-bucket terrace water level, pueraria zhonghuan dam 5# water level, pueraria zhonghuan dam 7# water level, temple mouth self-measuring water level and Yichang water level.

(4) The flow factors in the navigable environment are as follows:

at present, the maximum practical navigation flow of the ship lock of the Guzhou dam and the great river channel is 35000m³The maximum navigation flow of a ship passing through the locks No. 2 and No. 3 of the GE Zhou dam is 60000m³The maximum traffic flow of the three gorges ship lock and the approach channel is 56700m³And s. When the warehousing flow of the three gorges is in a rapid rising trend, the 5000 flow compilation plan is preferably improved, and the 5000 flow compilation plan is also preferably improved at night; and the number of ships and navigation time in the water area between two dams can be controlled according to corresponding flow control standards, namely evacuation of ships, flees, dangerous goods ships and the like which meet the regulations, so that the navigation safety in the flood season is ensured.

(5) The channel depth and channel width factors in the navigation environment are as follows:

the channel information comprises the depth and the breadth of the channel, and the depth condition should be paid attention to in the non-flood season; the minimum flight width of a three gorges upstream approach channel is 180.0 m; the minimum flight width of the downstream pilot channel is 180.0m, and the bottom elevation is 56.50 m. The navigation width of an upstream pilot channel of a first ship lock of the Guzhou dam is 160.0 m; the minimum flight width of the downstream pilot channel is 140.0m, and the bottom elevation is 33.50 m. The second and third ship locks share an upstream and a downstream approach channels, and the width of the upstream approach channel is 180.0 m; the minimum flight width of the downstream pilot channel is 120.0m, and the bottom elevation is 34.50 m.

The ship flow density is specifically as follows:

whether the passing ship passes through the water area in the navigation dispatching management water area or not depends on the ship traffic flow condition of the target segmental water area to a great extent. The ship traffic flow of each sectional water area directly influences the ship traffic flow control decision of the front sectional water area. If the ship traffic flow density difference between different segmental water domains is large, the blocking condition of the ship traffic flow is aggravated.

The ship type and cargo property are as follows:

the vessel type mainly comprises a special mission vessel; a passenger transport vessel; a commercial automobile transport vessel; a container ship; a ship carrying dangerous goods; a common cargo ship. Wherein, special task boats and ships include: the system comprises a public service ship, a security mission ship, a military transportation ship, a ship for carrying key emergency transportation materials, a ship for carrying emergency rescue and relief materials, a ship for carrying fresh and live goods and the like. The ship cargo categories include: commercial vehicles, container fast-shift containers, container common containers, primary and secondary flammable and explosive dangerous goods, primary and secondary non-flammable and explosive dangerous goods, common dry and scattered goods and the like.

The ship draft control standard is as follows:

the ship draft control standard comprises draft control standards of ships at the ship locks of No. 1#, No. 2# and No. 3# of the three gorges, the ship lift and the GE dam, and can be divided into control standards in three periods of a full season, a flood season and a dry season under different water flow environments.

The anchor land capacity between the dams is as follows:

the main large anchor lands between the two dams comprise flat anchor lands and Letianxi anchor lands, and the capacity constraint of the ship between the two dams is shown in formulas (15) to (16):

σ₁₀、σ₁₁respectively representing the maximum anchor capacity of the uplink and the maximum anchor capacity of the downlink.

Wherein the content of the first and second substances,

the total number of the ships ascending on the three gorges ship lift and the ship lock is shown,

the total number of ships going up the ship locks of No. 1#, No. 2# and No. 3 of the Guzhou dam is shown,

the total number of ships descending from the three gorges ship lift and the ship lock is shown,

the total number of ships descending from No. 1, No. 2 and No. 3 ship locks of the Guzhou dam is shown.

The navigation scheduling specifically comprises the following rules:

and S1, the navigation scheduling and operation of the three gorges-Guzhou dam hydro junction are in accordance with the principles of unified scheduling and combined operation, and are coordinated with the cascade scheduling of the junction.

And S2, the ship lockage scheduling is implemented in a one-time declaration, unified planning, unified scheduling and dam division implementation mode.

S3, the ship gate-crossing scheduling should follow the rule that the priority of the important ship is that one ship first passes.

S4, the priority arrangement of the key ships should follow the following specified sequence:

(1) special task ships including security tasks, military transportation, emergency rescue and disaster relief and other ships;

(2) a passenger transport vessel;

(3) ships for carrying national key emergency transportation materials;

(4) a vessel for carrying live and fresh cargo;

(5) a vessel carrying dangerous cargo;

s5, arranging special brake pass for the following ships:

(1) a first-level security mission vessel;

(2) a ship for carrying first-level flammable and explosive dangerous goods;

s6, the ship carrying dangerous goods must not be arranged in the same lock with the passenger ship.

(1) when the ship is operated on site in real time, the ship lock is stopped for maintenance, repair, flood season or other reasons due to changes of navigation environments (wind, fog, flow and the like), so that the operation condition changes, the working condition of the ship lock is based on the actual navigation stop time, and the actual navigation stop information mainly comprises a ship lock number, the navigation stop starting time, the navigation stop reasons, the navigation stop types and the like.

(2) The anchor area on the three gorges dam is influenced by the geographical environment, the local microclimate characteristics are obvious, and the special climate hydrology mainly occurs is strong wind, strong fog and reservoir water level change. In windy weather, the weather generally occurs more frequently in the alternate seasons of early spring and autumn and winter; the heavy fog weather mostly occurs in two seasons of winter and spring; the reservoir water level changes from 6 months of the three gorges reservoir water level to 145 meters per year and from 10 months of the reservoir water level to 175 meters per year. The ship to-be-braked gate is influenced by special meteorological hydrology more commonly, and safety risks such as ship anchor walking, collision, contact damage and the like exist in the period.

(3) When the ship traffic flow density in each segmented water area changes, the average ship traffic flow density q in the water area can be represented as:

wherein the set W ═ { W ═ W₁,w₂,…,w_i,…w₀Denotes a navigation scheduling management water area range, and V is { V ═ V }₁,v₂,…,v_i,…,v_nDenotes the ship traffic flow (ship number) in the water area, and n denotes the water area segment number

Average ship traffic flow density q in segmented water area i_iCan be expressed as:

(4) with different water flow, the ship draft control standard can be changed. In the water-filling period, the draft control standards of the three gorges south and north double lines and the ship lift are respectively 4.3 meters and 2.7 meters, the draft control standard of the porthole dam 1# ship lock is 4.3 meters, and the draft control standards of the porthole dam 2# and the porthole dam 3# ship lock are mainly 4 meters and 3.5 meters; in the flood season, the draft control standards of the double lines of the three gorges in the south and the north and the ship lift are respectively 4.3 meters and 2.7 meters, and the draft control standards of the ship locks of the Guzhou dam 1#, the Kudzuvine dam 2#, and the Kudzuvine dam 3# are respectively 4.3 meters, 4 meters and 3.5 meters; in dry season, the ship lifts and the double lines of the three gorges south and north can respectively maintain the draft control standards of 4.3 meters and 2.7 meters, the ship lock of the Gezhou dam 1# can maintain the draft control standard of 4.3 meters, the ship locks of the Gezhou dams 2# and 3# are influenced by the water level of the temple mouth, when the water level of the temple mouth is respectively [29 meters, 39.5 meters), [39.5 meters, 40 meters) or not less than 40 meters, the draft control standards of the ship locks of the three gorges dam 2# and 3# are respectively 3.5 meters and 3 meters, 3.8 meters and 3.3 meters, 4 meters and 3.5 meters.

(5) The priority of the cargo carried by the ship is as follows:

according to relevant regulations, the first-level flammable and combustible dangerous goods ship special gate passes through the gate, and the second-level flammable and combustible dangerous goods ship centralized gate passes through the gate. Whether ships carrying flammable and explosive dangers are arranged need to be manually set, so that priority arrangement of the ships can be not considered.

Except for first-level and second-level flammable and explosive dangerous goods, the priority of other goods is arranged:

the goods vehicle is a container express box, a container common box, non-flammable and non-explosive dangerous goods and common goods.

The goods vehicles and the container express boxes belong to the material with the priority of passing the dam under the influence of transportation policies, the priority is relatively high, the non-flammable and non-explosive dangerous goods are gathered at an anchor place and are kept for a long time to be braked, potential safety hazards exist, therefore, the goods vehicles and the container express boxes are generally preferentially evacuated relative to common goods, and the priority is higher than that of the common goods.

(6) The anchor ground capacity can be correspondingly changed under the condition of large flow in a main flood season or when severe changes occur in the river reach navigation flow and water level in the district:

when water flow rate Q<25000m³At the time of/s, the number of the ships anchored at the Letianxi anchor land between the two dams is controlled to be 60, and when the flow rate is 20000m3/s to 25000m3/s, the flat damsThe number of anchor berthing ships is controlled to be 8.

When it is 25000m³/s≤Q＜30000m³And in the time of/s, the quantity of the ships anchored in the Letianxi anchor land between the two dams is controlled to be 30.

When 30000m³/s≤Q＜35000m³And at the time of/s, the quantity of the ships anchored at the Letianxi anchor land between the two dams is controlled to be 25.

When 35000m³/s≤Q＜40000m³And in the second time, the number of the ships anchored in the Letianxi anchor land between the two dams is controlled to be 5.

When 40000m³When the/s is less than or equal to Q, the fleet can not pass through the navigation section between the two dams.

in the second step, the first step is carried out,

the time imbalance means that the time of the ship arriving at the hub is divided in sequence, and the time imbalance is as follows:

according to the queuing theory model study, the time between two arrival events in succession generally follows an exponential distribution. The ship arrival time interval distribution used here therefore follows an exponential distribution. The probability distribution function of the exponential distribution is as follows:

F(t)＝1-e^-λt (19)

wherein: the parameter λ represents the exponentially distributed adjacent event time interval states, from which the vessel to anchor time interval distribution function can be determined.

The direction imbalance refers to the difference of the number of ships in the upstream direction and the downstream direction of the hub, and the difference is as follows:

most of the rules of ships to be locked to the anchor obey the Poisson distribution, namely the probability of reaching n ships in the time period t is recorded as Pn (t), and then

Wherein: pn (t) is a distribution function of t; λ is the number of ships arriving in a unit time, i.e. the average arrival rate.

In step two, regarding the throughput of the step hinge:

ideally, the throughput of the inlet and outlet of the stephinge is uniform over a sufficiently long period of time, so that the throughput in the objective function can be considered as the throughput of a single hinge;

According to the general design Specification for Ship Lock (JTJ 305-2001), the passing capability P of ship lock_inNG. Wherein: n is the average brake passing times per day, N is the navigation days in the period, and G is the average load tonnage of one-time brake passing;

when the relevant ship passes through the step junction:

when the ship passes through the step hub, the time T of the ship passing through each port and the time delta T of the ship waiting for brake between the ports are formedThe time of each port includes: opening/closing time t of the chamber₁And the ship brake-in time t₂Gate chamber water filling/draining time t₃Time t for transfer between ship lock chambers/exit₄And ship entry/exit interval time t₅；

T_i＝4t_i1+t_i2+2t_i3+t_i4+2t_i5+ΔT_i (3)；

T′_i＝4t_i1+2t_i2+2t_i3+2t_i4+4t_i5+ΔT_i+ΔT_i+1； (4)；

the time to gate Δ T between ports can be expressed as:

let the service level of port i be C_i＝C_aiλ_i，

Wherein: c_iDesign service level for port i, C_aiMaximum service level for port i day, C_i≤C_ai，λ_iServing port i with a level coefficient, λ_i≤1；

The difference in service level between different ports is:

ΔC_i＝C_i-C_i-1 (6)；

wherein, C₀＝0；

Then the time to gate between different ports:

wherein T is₀＝0 (7)；

the traffic flow imbalance coefficient of the upstream and downstream ships is minimum:

wherein, P_a8≤P_max；

Coefficient of directional imbalance η_fCan be expressed as:

d period ship traffic flow imbalance coefficient eta_dCan be expressed as:

η_d＝η_t+η_f (12)；

in the third step, a step junction joint scheduling scheme is formulated, specifically as follows:

the formulation of the joint scheduling scheme for the navigation matching operation of the cascade hub can be divided into two conditions of navigation condition and hydrologic condition:

the scheduling scheme of the combined operation of the two dams under the special navigation condition comprises the following steps:

the special navigation condition refers to the navigation state under the conditions that the navigation facilities of the two dams of the navigation river reach of the step hub are abnormal in operation, or abnormal navigation-obstructing meteorology occurs, or abnormal sharp hydrological change occurs, or abnormal ship flow change occurs. Under abnormal weather, the cascade hub joint operation adopts a scheduling technology of sectional control and full operation.

The 'segmented control and full operation' generally means that partial navigation sections or locks in water areas of jurisdictions are stopped navigating due to severe weather such as strong wind, fog and the like, on the premise of ensuring safety, anchoring facilities and navigation auxiliary facilities of the three gorges river reach are fully utilized, a batch of ships are prospectively reserved in advance or adjusted by using smart machines by adopting scheduling technical means such as advance storage, emergency parking, smart machine adjustment and the like, the operation scheduling operation plan of the locks is flexibly adjusted, and the three gorges and the pueraria dam can be operated for a period of time as much as possible under the condition that abnormal operation (severe weather, sudden change of water conditions and the like) of chains of a ship dam-passing scheduling organization is ensured, so that the influence of severe weather on navigation is reduced to the minimum, and the navigation efficiency of the locks is exerted to the maximum.

(II) a scheduling scheme for joint operation of two dams under special hydrological conditions:

the special hydrological condition generally refers to the condition of large flow in the main flood season or the condition of severe changes of navigation flow and water level of river reach in the district in short time.

1. Two-dam combined operation scheduling scheme in main flood season

The flow (entering the Guzhou dam or leaving the three gorges, the same below) is less than 25000m³And in the second time, the first ship lock of the pueraria continental dam descends in a single direction, the second ship lock of the pueraria continental dam is mainly used as the ship lock of the third ship lock of the pueraria continental dam, the three gorges and the hub navigation building of the pueraria continental dam operate normally, and the first ship lock of the pueraria continental dam operates according to the basic mode of the combined operation of the step hub navigation building and the matching operation scheduling scheme of the two dams under the normal navigation condition.

The flow rate is more than 25000m³The/s is less than 35000m³In the second time, the first ship lock of the pueraria continental dam descends in a single direction and operates only in the daytime (operation time is 5: 00-20: 00), the second ship lock of the pueraria continental dam operates mainly, the third ship lock of the pueraria continental dam operates mainly in the opposite direction, and the first ship lock of the pueraria continental dam needs to be concerned with the operation condition of the two dams in matching operation scheduling.

When the three gorges warehouse entry flow is lower than 56700m³(s) the flow between two dams is higher than 35000m³S is lower than 45000m³In the second time, the three gorges hub navigation building normally operates, the first ship lock of the Puzhou dam stops navigating, and the second ship lock and the third ship lock normally operate. The three gorges lock and the ship lift follow a basic combined operation mode. The Puzhou dam ship lock can flexibly adopt a one-way operation mode or an oncoming operation mode according to the number of ships waiting to be locked up and down. The three gorges ship lock and the ship lift control the operation rhythm to match the passing capacity of the ship lock of the Guzhou dam to operate.

When the three gorges warehouse entry flow is lower than 56700m³(s) flow between two dams is higher than 45000m³The/s is lower than 60000m³In the second, the dam is forbiddenNavigating. The three gorges hub navigation building operates controllably, the first ship lock of the Gezhou dam stops navigating, the second ship lock and the third ship lock operate controllably, and only ships entering and exiting the phellodendron river anchor land are arranged.

When the three gorges warehouse-in flow is higher than 56700m³(s) flow between two dams is higher than 45000m³The/s is lower than 60000m³In the second time, the three gorges hub navigation building stops navigating, the two dams are forbidden to navigate, the first ship lock of the Kudzuvine dam stops navigating, the second ship lock and the third ship lock operate in a controlled mode, and only ships entering and exiting the anchor area of the phellodendron river are arranged.

When the three gorges warehouse-in flow is higher than 56700m³(s) flow rate between two dams is higher than 60000m³In the second, the three gorges junction navigation building is stopped, the two dams are forbidden to navigate, and the arrowroot and river dam lock is stopped.

The ship locks of the south and north lines of the three gorges in the flood season run in a single direction, the time interval between every two locks is generally controlled according to 90 minutes, when the ship locks of one line meet special conditions such as maintenance and the like, the ship locks of the other line run in a single direction, the ship locks are reversed periodically, and the ship locks are reversed day and night for no more than 1 time. The three gorges ship lift mainly operates in the head-on direction, the time interval between the head-on operation compartments is controlled according to 60 minutes, and the time interval between the equidirectional operation compartments is controlled according to 90 minutes. When the ship flow is seriously unbalanced, the ship locks on the south and north lines of the three gorges can adopt the same-direction operation measures, and the ship flow is restored to the one-way operation after being balanced.

2. Steep rising (falling) water two-dam combined operation scheduling scheme

When the river section between the two dams of the three gorges-puerperium dam is steeply swelled (descended) water, the three gorge ship lock is operated in a controlled manner, the ship is not released to enter the water area between the two dams, and meanwhile, the ship between the two dams is emergently evacuated. The ship lock of the Guzhou dam operates controllably, ships between two dams are evacuated preferentially, the ships are not released to enter the two dams, and only the ships entering and exiting the anchor area of the phellodendron river are arranged.

3. Two-dam combined operation scheduling scheme under ship lock maintenance condition

When the ship lock is overhauled, attention needs to be paid to ensure the openness, fairness and justice of the ship lock passing plan during planning. When the three gorges ship lock is maintained at one line, in order to balance the ship flow of the upstream and the downstream as much as possible, the ship lock at the other line is subjected to unidirectional operation and timing reversing, and the reversing period is 24 hours. At the moment, the three gorges ship lift runs in a head-on mode, a cooperative shunting mode is adopted, the dispatching at the moment is based on the principle of ship evacuation as priority, meanwhile, the dam-passing fairness is considered, after the three gorges ship lift arranges the ship which passes the dam preferentially, the three gorges ship lift can queue in time sequence through the common dry bulk cargo ships of the three gorges ship lift, and the three gorges ship lift is arranged to pass as much as possible.

When one ship lock of the first and second GE Zhou dam is overhauled, the other ship lock and the third ship lock run in the full load direction. The three gorges ship lock is matched with the passing capacity of the Guzhou dam to control the operation rhythm, and the three gorges ship lift adopts a rapid channel shunting mode and only passes through a ship passing the dam preferentially.

When the ship lock is overhauled, a scheduling principle of priority, first-come first-go first-come first-come first-come first-come first-come first-come first-come first-go first-go first-first. Emergency transfer is preferably arranged for a passenger ship in a short line, ships (security tasks, military transportation, rescue and relief of disaster materials and the like) with special tasks, long-line passenger ships, ships with fresh and live perishable goods, container express ships and commercial vehicle roll-on-roll-off ships are preferably arranged to pass through a brake, and key transport materials and transport ships in the ships with special tasks need to be approved by a comprehensive management department appointed by the government of the relevant provinces (the city in the direct jurisdiction) along the river each voyage. Other ships arrange the lockers orderly according to the principle of first-come first. The ship carrying flammable and explosive dangerous goods can be arranged to pass through in a centralized way when the ship is full of a lock.

In step three, the model parameters include: the method comprises the steps of starting and stopping operation time of the stair navigation building, operation interval time, switching duration, operation intensity, key ship and key switching time and anchor area capacity in one time period and multiple periods.

The operation starting and stopping time of the stair navigation building comprises starting time and ending time, wherein the brake starting time refers to the moment when a first-stage brake gate is opened on the brake course; the lock time end time refers to the time at which the last vessel in the lock left the ship lock.

The operation interval time can be divided into two conditions of unidirectional operation and forward operation:

one-way operation:

the one-way passing interval time can be calculated according to the following formula:

T＝4t₁+t₂+2t₃+t₄+2t₅ (a)

in the formula:

t₁time (unit: min) to open or close the door

t₂One-way first ship entry time (unit: min)

t₃Gate chamber water filling or draining time (unit: min)

t₄One-way first ship lock chamber transfer or exit time (unit: min)

t₅Interval time (unit: min) between the entry and exit of a ship

Secondly, when the system runs in the opposite direction:

under the condition of forward operation of the ship lock, the ship is forward to the lock, and every time the single-stage ship lock operates for 1 round trip, the ship can pass through 2 ship with load lock times. The specific calculation formula is shown as formula (b):

T₁＝4t₁+2t′₂+2t₃+2t′₄+4t₅ (b)

in the formula:

T₁the head-on passing time of the up and down going each time, unit: min;

t₁-door opening or closing time (unit: min);

t′₂-entry time (in min) for the first fleet facing;

t₃-chamber filling or draining time (unit: min);

t′₄the time (in min) for the coming-off of the first ship;

t₅the interval time (unit: min) between the entry and exit of the ship.

Therefore, the gating interval time:

t₁、t₃mainly related to the operation condition of ship lock equipment and the operation mode of ship lock, which are called total equipment time (including the time for filling water or draining water in lock chamber, the same applies below), and general variationNot large, it can be considered as a constant; t is t₂、t′₂、t₄、t′₄、t₅The value of (A) is related to the selected entrance lock concentration place, speed control, entrance lock and the number of the fleet in berthing of the ship (fleet), and is called the total time of the ship.

The switching time is concretely as follows:

due to the switching process, the lower limit of the interval time between two adjacent lock times of the ship lift and the ship lock of the Kudzuvine river dam is larger than the shortest lock time interval, and the extra time is called 'additional switching time', and is smaller than the shortest lock time interval. Ship lock [ k, l]Switching of ([ k, l)]E.g.. omega.)/commutations [ k, l]E Ω') additional time c_klAnd (4) showing.

The operating strength is as follows:

the operation intensity refers to the annual navigation days and daily average operation time of the stair hub navigation building: the three gorges ship lock has the navigation days of 335 days every year and runs for 22 hours on average every day; the three gorges ship lift has the navigation days of 335 days every year and runs for 22 hours on average every day; the number of navigation days of the ship locks of the Gezhou dam 1# and the Kuzhou dam 2# is 320 days every year, and the ship locks averagely run for 22 hours every day; the number of days of navigation of the Puzhou dam 3# ship lock is 335 days per year, and the ship lock runs for 22 hours per day on average.

The key ship and key gating time are as follows:

the key ships comprise dangerous goods ships, special task ships, key emergency transportation goods and materials ships and the like, and according to the established 'three gorges green channel navigation management system', key ship lockage 'green channels on water' is opened up to ensure that key goods and materials such as special task ships, passengers, fresh and live goods, containers, commercial vehicles, electric coal and the like pass through the dam in time. Ship lock L_kThe brake time of (2) is:

the anchor land capacity is specifically as follows:

the anchor site capacity comprises ship capacity settings of an upstream anchor site of the three gorges, a downstream anchor site of the three gorges, an upstream anchor site of the pueraria dam, a downstream anchor site of the pueraria dam and an anchor site between the two dams.

When the parameters change along with the time period, the following concrete steps are carried out:

(1) the parameters of the ship lock passing through the three gorges and the radix puerariae and continental dam are adjusted according to the actual navigation requirement, and the adjustment range and the initial value are set as shown in the table 1:

TABLE 1 Ship lock parameter adjusting range and initial value

The anchor land capacity can be correspondingly changed under the condition of large flow in a main flood period or when severe changes occur in the navigation flow and water level of a river section in a district:

when water flow rate Q<25000m³And at the time of/s, the number of the ships anchored at the optimist brook anchor place between the two dams is controlled to be 60, and when the flow rate is 20000m3/s to 25000m3/s, the number of the ships anchored at the flat dam anchor place is controlled to be 8.

And the adjustment of the brake number is carried out according to the actual requirement, the increase of the brake number, the deletion of the empty brake number (under the condition that no ship can supplement), and the adjustment of the operation sequence of the brake number.

The target values are specifically as follows:

the joint navigation scheduling problem has various optimization targets which can be divided into a ship navigation target and a ship lock operation target.

1) The shipping target of the ship mainly comprises: average ship gate waiting time, ship gate waiting time between two dams and the number of ships crossing the shift (crossing the planning period).

2) The ship lock operation target mainly comprises: the average lock chamber area utilization rate, the navigation capacity of a ship lock in a planning period, the balance of the workload of the three gorges ship lift and the ship lock, and the workload balance of the three ship locks of the pueraria and continental dam are mutually related and mutually restricted.

In order to realize the principle of first come first, efficiency and priority emphasis, the optimization aims of maximizing the utilization rate of the average lock chamber area and minimizing the average ship time to be locked are adopted. The maximum average lock chamber area utilization rate and the minimum average ship time to be locked are respectively defined below.

1. Optimizing the target of average lock chamber area utilization rate:

average lock chamber area utilization: the ratio of the sum of the areas of the ship passing through the lock in the planning period to the sum of the areas of all the lock sections is referred to as the utilization rate of the lock chamber. f. of_klIndicating the ship lock [ k, l ]]Average lock chamber area utilization over a dispatch plan period (24 hours), as shown in equation (e):

F₁the average lock chamber area utilization rate of the three gorges north-south line and the ge bar 1# and the 2# ship locks in a scheduling planning period (24 hours) is shown as the formula (f):

according to the practical operation situation, the navigation benefit exerted by the three gorges ship lock and the Guzhou dam 1# and the No. 2 lock is higher when the average lock chamber area utilization rate is about 70%. Therefore, 70-80% of the experimental data is taken as the optimized value range of the average lock chamber area utilization rate.

2. Optimizing the target of the average ship time to be locked:

the time of the ship to be braked: the difference value between the time when the ship enters the ship lock and the time when the ship arrives at the designated water area is indicated. F₂The average gate waiting time of all ships passing through the three gorges and the Guzhou dam is shown as the formula (g):

the aim of minimizing the average ship opening time is pursued by taking the ship as a starting point, and is different from the optimization aim of maximizing the average lock chamber area utilization rate. For example, in a plurality of feasible dispatch plans, the average lock chamber area utilization rate is the same, but the average ship lock-in time of each dispatch plan may be different, and a dispatch plan with the average lock chamber area utilization rate and the average ship lock-in time optimized can be calculated by considering the minimized average ship lock-in time.

3. An objective function:

the combined dispatching model aims at maximizing the utilization rate of the average lock chamber area and minimizing the average ship time to be locked, and combines two performance indexes into a comprehensive index according to the formulas (f) and (g). F₁Targeting index maximization, F₂Taking the index minimization as the target, and taking F to keep the consistency of the two targets₁The objective function value of the optimal dispatch plan is the minimum, so the objective function of the joint dispatch mathematical model is as shown in equation (h):

and lambda belongs to [0, 1] and is valued according to the importance degrees of the average lock chamber area utilization rate and the average ship lock waiting time.

The modified cascaded hub joint scheduling scheme is as follows:

the whole scheduling execution flow starts from navigation information gathering, and comprises the steps of mastering the running and the standby brake state of the ship in real time, issuing a ship launching instruction, adjusting a scheduling plan, adjusting a lock room gear diagram and controlling the ship to enter a brake, and finally finishing the ship lockage task. After the cascade hub joint scheduling scheme is released, due to changes of navigation environments (wind, fog and flow), abnormality occurs in operation processes of ships and ship locks, so that planning cannot be normally executed, and planning adjustment is needed to ensure navigation efficiency.

Plan adjustment mainly comprises:

1) planned ship adjustment: adjusting the ship in the plan according to the requirement, but not calling out the plan;

2) adjusting the brake number: according to actual needs, adding the brake number, deleting the empty brake number (under the condition that no ship can supplement), and adjusting the operation sequence of the brake number;

3) planned ship augmentation: due to special conditions, partial ships give up or cancel the lockage, and in order to provide the utilization rate of the area of the lock chamber, the unplanned ships are properly filled into the vacancy, namely the planned ships are supplemented;

4) and (3) cancellation of the ship plan: and for the ship which is discharged into the plan, if the ship cannot pass the dam continuously for special reasons, the plan canceling operation is executed.

Under abnormal weather, the cascade hub joint operation adopts a scheduling technology of sectional control and full operation.

The operation mode and the strength of the stair navigation building are as follows:

the operation mode of the stair navigation building can be divided into three conditions of a flood season, a flood season and a dry season:

in the water-abundance period, the Guzhou dam 1# ship lock runs in a one-way downward mode and is matched with the three gorges south line ship lock; the Guzhou dam 2# ship lock runs in the forward direction, and the behaviors are mainly matched with the three gorges north line ship lock; the Guzhou dam 3# ship lock is a rapid channel running in the opposite direction and is matched with a ship lift; the three gorges junction north-south bidirectional ship locks respectively run in a unidirectional downward mode and a unidirectional upward mode; the three gorges hub ship lift is a rapid passage running in the head-on direction.

In the flood season, the Guzhou dam 1# ship lock runs in a one-way downward mode and is matched with the three gorges south line ship lock; the Guzhou dam 2# ship lock is in a one-way ascending mode and is matched with a three gorges north line ship lock; the Guzhou dam 3# ship lock is a rapid channel running in the opposite direction and is matched with a ship lift; the three gorges junction north-south bidirectional ship locks respectively run in a unidirectional downward mode and a unidirectional upward mode; the three gorges hub ship lift is a rapid passage running in the head-on direction.

Taking 2019 as an example, in a dry season, the water level on the three gorges dam is over 156 meters, and a five-level operation mode is adopted. In addition, because the water level change of the temple mouth will cause the draft of the 2# and 3# ship locks to be limited, the limited ship needs to enter and exit the hub of the pueraria dam through the 1# ship lock. At the moment, the Puzhou dam hub No. 1 ship lock mainly takes unidirectional ascending and is reversed at regular time to intensively shunt and descend; the Guzhou dam junction No. 2 ship lock and No. 1 ship lock run in different directions and in a single direction, and are reversed periodically; the Puzhou dam pivot No. 3 ship lock is a fast channel and is cooperatively matched with Puzhou dam pivot No. 1 and No. 2 ship locks. Usually, the direction is changed for 1-2 times day and night.

The operation strength of the stair hub navigation building is as follows:

The specific sub-operating time of the gate (compartment) is as follows:

further, the gate running time refers to the difference between the gate ending time and the gate starting time. In the process of planning each lock of ship, the area utilization rate of the lock chamber is proper, the difficulty of the gear of the ship cannot be too large, and various gear sequences are provided as much as possible, so that the operation time of each lock can be reduced.

The sequence and time of the ship passing through the stair navigation building are as follows:

the sequence of the ship passing through the stair navigation building is as follows:

first class > second class > third class > fourth class > fifth class > sixth class

The meanings of each class are as follows: the first type: special mission ships (police mission ships, business ships, military transportation ships, live goods, ships carrying key emergency transportation materials, emergency rescue and relief materials and the like); the second type: a passenger transport vessel; in the third category: a commercial automobile transport vessel; the fourth type: a container ship; the fifth type: a ship carrying dangerous goods; the sixth type: a common cargo ship.

And the brake passing time is used for sequentially passing the brake according to the established brake passing plan. And the governing department orders and gates the ships according to the ship declaration confirmation time and comprehensively considers the priority and the ship type, compiles a gate-passing plan, adopts a combined scheduling strategy of combining centralized coordination and dam-separating scheduling of two dams, compiles a frame plan by taking the key ship as the center, and then compiles a detailed plan by reasonable optimization.

The anchor arrangement of the vessels and the number are specified below:

the small flat dam anchor land is provided with 3 pontoons for berthing the ship to be moored, the flat dam and the Hongxi anchor land can be used for mooring the ship in short time, the total mooring and mooring quantity is controlled within 30 times, and the total mooring and mooring quantity is controlled to be about 20 times generally. The Letianxi anchor land is provided with a wharf boat for berthing a ship to be docked, the total amount of the Letianxi anchor boat is controlled within 30 times, and the Letianxi anchor land is expanded to about 50 times according to the requirement of the ship to be docked.

The safe and orderly passing of the ships through the step hubs is organized as follows:

(1) and compiling a two-dam combined dispatching operation plan to ensure that the ship orderly passes through the two dams. The current work plans that need to be compiled are: rolling pre-planning, ship security inspection planning and scheduling operation planning. Due to changes in navigation environment (wind, fog); a change in navigable flow; emergency events such as ship lock operation abnormity, water traffic accidents and the like; and the ship does not arrive at the appointed place to be locked on time and other events, and a planner is informed to adjust the ship operation plan in time, so that the efficient and orderly operation of the ship lock is ensured.

(2) The navigation scheduling mechanism organizes ship launching according to scheduling operation plan progress, the ship lock and the ship lift operation management department command dam-passing ships to enter and exit the navigation building in order according to a scheduling operation plan and a lock room gear diagram, and the ships pass through the three gorges pueraria dam junction according to instructions of the navigation scheduling mechanism, the ship lock and the ship lift operation management department.

(3) The lockage declaration reports real-time lockage queuing conditions of the ships and the managed ships remotely through the intelligent terminal, the ship queuing number and the front and rear queued ships are known, and the lockage is performed in sequence according to the queuing sequence, so that the ordered lockage of the ships is strengthened.

The implementation case is as follows:

based on navigation data of a certain hub from 12 months in 2018 to 12 months in 2019, the navigation operation of the hub under various working conditions such as normal weather, strong wind and strong fog, different hydrology, maintenance period and the like is considered, and the navigation capacity of the joint scheduling of the hub is explored from multiple dimensions such as basin management, sectional control, regional closed control and a lockage organization mode, so that the advantages of the technical scheme are verified.

(1) Traffic flow data and parameter design

The basic parameters of a hub navigation ship are shown in a table 2:

TABLE 2 Ship type distribution and size

The ship arrival time interval is subjected to exponential distribution, and the parameter values are shown in a table 3:

TABLE 3 index distribution parameters

(2) Scheme verification:

the method comprises the steps of setting relevant parameters of multi-working-condition boundary conditions by adopting a navigation dynamic simulation model, importing relevant navigation data under various scenes such as rich water, low water, large flow, strong wind, large fog, overhaul and the like, performing simulation operation, and verifying the navigation management technical efficiency of a certain hub. Under the same test condition, the simulation time is 1 year, the simulation is run for 5 times, the indexes of the total ship passing amount and the total ship passing amount in the output result are subjected to statistical analysis, the simulation mean value is taken and respectively compared with the corresponding case value, the experimental result and the comparison are shown in the table 4, and the error between the two index values and the actual case value is within 3 percent and is relatively small.

Table 4 simulation test results and comparison

The simulation case and the experimental design thereof are carried out by combining the simulation target, and the collection and analysis of simulation output data are carried out through multiple operations, and the result shows that the cascade hub navigation joint scheduling method provided by the invention can ensure the balanced operation of cascade hub navigation facilities and effectively improve the navigation efficiency.

Claims

1. A step hub navigation joint scheduling method is characterized by comprising the following steps:

2. The stair hub navigation joint scheduling method of claim 1, wherein: further comprises the following steps: according to the step hub combined dispatching scheme, ships are organized to safely and orderly pass through the step hubs, and the step hub combined dispatching scheme comprises the operation mode and the intensity of the step navigable buildings, the brake operation time, the order and the time of the ships passing through the step navigable buildings, and the ships and the number of the ships arranged in an anchorage ground.

3. The stair hub navigation joint scheduling method of claim 1, wherein: in the first step, the first step is carried out,

the factors of the operation condition, the operation mode, the operation stage number and the opening time of the navigation building are constants of joint scheduling and are determined according to different step hub characteristics;

4. The stair hub navigation joint scheduling method of claim 1, wherein: in the second step, the first step is carried out,

5. The stair hub navigation joint scheduling method of claim 1, wherein: in the second step, the multi-target value cascade junction joint scheduling model specifically comprises:

According to the general design code of ship lock, the passing capacity P of the ship lock_inNG; wherein: n is the average brake passing times per day, N is the navigation days in the period, and G is the average load tonnage of one-time brake passing;

T_i＝4t_i1+t_i2+2t_i3+t_i4+2t_i5+ΔT_i (3)；

T′_i＝4t_i1+2t_i2+2t_i3+2t_i4+4t_i5+ΔT_i+ΔT_i+1； (4)；

the time to gate Δ T between ports can be expressed as:

let the service level of port i be C_i＝C_aiλ_iWhich isThe method comprises the following steps: c_iDesign service level for port i, C_aiMaximum service level for port i day, C_i≤C_ai，λ_iServing port i with a level coefficient, λ_i≤1；

The difference in service level between different ports is:

ΔC_i＝C_i-C_i-1 (6)；

wherein C is₀＝0；

Then the time to gate between different ports:

wherein T is₀＝0 (7)；

wherein, P_av≤P_max；

Coefficient of directional imbalance η_fCan be expressed as:

d period ship traffic flow imbalance coefficient eta_dCan be expressed as:

η_d＝η_t+η_f (12)；

6. The stair hub navigation joint scheduling method of claim 1, wherein: in the third step, the model parameters include: the method comprises the steps of starting and stopping operation time of the stair navigation building, operation interval time, switching duration, operation intensity, key ship and key switching time and anchor area capacity in one time period and multiple periods.

7. The stair hub navigable joint scheduling method of claim 4, wherein:

obeying an exponential distribution using a ship arrival time interval distribution; the probability distribution function of the exponential distribution is as follows:

F(t)＝1-e^-λt (19)

wherein: the parameter lambda represents the time interval state of the exponentially distributed adjacent events, and the time interval distribution function from the ship to the anchor can be determined through the parameter lambda;

most of the rules of ship to be locked to anchor obey the poisson distribution, that is, the probability of reaching n ships within the time period t is recorded as pn (t), then:

8. The stair hub navigable joint scheduling method of claim 6, wherein:

one-way operation:

T＝4t₁+t₂+2t₃+t₄+2t₅ (a)

in the formula:

t₁-door opening or closing time, unit: min;

t₂one-way first vessel entry time, unit: min;

t₃chamber fill or drain time, unit: min;

t₄-one-way first ship lock chamber transfer or exit time, unit: min;

t₅vessel entry or exit interval time, unit: min;

secondly, when the system runs in the opposite direction:

the ship is in the process of passing through the lock in the forward direction under the forward direction operation condition, and every time the single-stage ship lock operates for 1 round trip, 2 ships with load locks can pass through; the specific calculation formula is shown as formula (b):

T₁＝4t₁+2t′₂+2t₃+2t′₄+4t₅ (b)

in the formula:

T₁the head-on passing time of the up and down going each time, unit: min;

t₁-door opening or closing time, unit: min;

t′₂-entry time for the first fleet towards the lock, unit: min;

t₃chamber fill or drain time, unit: min;

t′₄-the time to exit the gate for the oncoming first vessel, in units: min;

t₅vessel entry or exit interval time, unit: min;

therefore, the gating interval time:

t₁、t₃the method is mainly related to the running condition of ship lock equipment and the running mode of a ship lock, and is called the total time of the equipment together; t is t₂、t′₂、t₄、t′₄、t₅Collectively referred to as the total time of the vessel.