CN114219236B

CN114219236B - Cascaded hub navigation joint scheduling method

Info

Publication number: CN114219236B
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: 2022-10-04
Anticipated expiration: 2041-11-29
Also published as: CN114219236A

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

Step 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 annual throughput of the ship lock is increased year by year, the contradiction between supply and demand of passing the lock is intensified day by day, and the high-position ship waiting lock 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 step junction navigation joint 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 strength of the step navigation buildings, the operation time of a brake (compartment), the sequence and the time of the ships passing through the step navigation buildings, and the quantity 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 step junction 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 hub 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 hub;

the step hub is provided with m ports according to the water flow direction, and the step hub is provided with the throughput P = P ₁ ＝P ₂ ＝…＝P _m ；

According to the general design code of ship lock, the passing capacity P of the ship lock _i = nNG. 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 _d Number of pass gates of d periods, G _d Average 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: time t of opening/closing the door of the chamber ₁ And the ship brake-in time t ₂ Gate chamber water filling/draining time t ₃ Time t for transfer between ship lock chambers/exit ₄ And ship entry/exit interval time t ₅ ；

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, when the hub runs head-on, the time taken for each brake pass ship to pass through the step hub 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 _ai λ _i Wherein: c _i Design service level for port i, C _ai Maximum service level for port i day, C _i ≤C _ai ，λ _i Serving 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 ₀ ＝0；

Then the time to gate between different ports:

wherein T is ₀ ＝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:

coefficient of time imbalance η _t For the maximum cross-section ship flow P of the hub in a certain direction _max And the average flow rate P _av The ratio of (A) to (B):

wherein, P _av ≤P _max ；

Coefficient of directional imbalance η _f Can be expressed as:

wherein: p is _u Refers to the ship flow in the downstream direction, P _a Refers to the ship flow in the countercurrent direction, P _tav Is the bidirectional average ship flow;

d period ship traffic flow imbalance coefficient eta _d Can 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 Z ₂ And Z ₁ Is determined so that the ratio thereof to Z ₃ At 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:

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 navigation building;

in the first step of the method,

The operating conditions of the navigable building include operating conditions of a three gorge lock navigation facility, a three gorge lift navigation facility, and a Ge Zhou dam lock navigation facility.

Wherein, the three gorges navigation facility operating conditions 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 area flow rate and an allowable mooring force of a mooring facility in the lock chamber.

The technical conditions for the operation of the Ge Zhou dam lock navigation facility 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 three gorges ship lift and the Ge Zhou dam lock have the following operation modes:

(1) In the water-rich period, the Ge Zhou dam 1# ship lock runs in a unidirectional downward mode and is matched with a three gorges south line ship lock; the Ge Zhou dam No. 2 ship lock runs in the forward direction, and the behaviors are mainly matched with a three gorges north line ship lock; the Ge Zhou 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 Ge Zhou dam 1# ship lock runs in a one-way downward mode and is matched with a three gorges south line ship lock; the Ge Zhou dam 2# ship lock ascends in a single direction and is matched with a three gorges north line ship lock; the Ge Zhou 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 Ge Zhou dam hub No. 1 ship lock takes unidirectional ascending as a main part, and the ship lock is reversed at regular time to intensively shunt and descend; 5363 the junction of Ge Zhou the No. 2 ship lock and No. 1 ship lock operate in different directions and in one direction, and change direction periodically; 5363 the # 3 ship lock of the Ge Zhou dam junction is a fast channel, which is cooperated with the # 1 and # 2 ship locks of the Ge Zhou dam junction, and usually, the direction changes 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; ge Zhou dam 1# and 2# ship locks have 320 days of navigation each year and run for 22 hours each day on average; 5363 and the 3# ship lock of Ge Zhou has 335 days of navigation each year and 22 hours of operation each day.

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 power measured in 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 complies with the following regulations: the three gorges ship lock chamber and the water areas of the upper and lower approach channels thereof have strong wind, the three gorges ship lock should stop the ship from passing the lock, and the ship in the lock chamber should be strengthened and fastened and periodically checked; the ship berthing at the navigation channel berthing pier and the anchoring land to be locked of the three gorges ship lock is forbidden to depart and drive to 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 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 to be parked nearby. 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, ge Zhou dam warehousing flow, ge Zhou dam ex-warehouse flow, forecast of the three gorges warehousing flow for nearly several days, new Taiping river water level, three dugout terrace water level, ge Zhou dam 5# water level, ge Zhou 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:

ge Zhou dam I lock and Dajiang channel currently have maximum practical navigation flow of 35000m ³ And/s, ge Zhouba Sanjiang channel, wherein the maximum navigation flow of the ship passing through Ge Zhou dam No. 2 and No. 3 ship locks is 60000m ³ The maximum navigation flow of the three gorges ship lock and the pilot channel is 56700m ³ And 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 180.0m; the minimum flight width of the downstream pilot channel is 180.0m, and the bottom elevation is 56.50m. 5363 upstream piloting channel width of Ge Zhou dam I lock is 160.0m; the minimum flight width of the downstream pilot channel is 140.0m, and the bottom elevation is 33.50m. 2. The third ship lock shares an upstream and downstream pilot channel, and the width of the upstream pilot channel is 180.0m; the minimum flight width of the downstream approach channel is 120.0m, and the bottom elevation is 34.50m.

The ship flow density is specifically as follows:

whether the ship passing through the dam 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 positions of the triple gorges, south and north double lines, ship lifts and No. Ge Zhou dam No. 1#, no. 2# and No. 3 ship locks, and can be divided into control standards in the three periods of the rich season, the flood season and the dry season in 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):

σ ₁₀ 、σ ₁₁ respectively representing the maximum anchor capacity of the uplink and the maximum anchor capacity of the downlink.

Wherein, the first and the second end of the pipe are connected with each other,

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

represents the total number of ships ascending from No. Ge Zhou dam No. 1#, no. 2#, no. 3 ship lock,

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. Ge Zhou dam No. 1#, no. 2#, no. 3 ship lock is shown.

The navigation scheduling specifically comprises the following rules:

the navigation scheduling and operation of the S1, three gorges-Ge Zhou dam hydro-junction should follow the principle of unified scheduling and combined operation, and are coordinated with the cascade scheduling of the junction.

And S2, carrying out once declaration, unified planning, unified scheduling and dam division implementation on ship lockage scheduling.

And S3, the ship gate-crossing scheduling is performed according to the rule that a key ship is arranged in a priority mode and one ship passes first.

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 guard mission vessel;

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

s6, the ship carrying dangerous goods and the passenger ship are not arranged in the same lock pass.

(1) When the ship is operated in real time on site, the ship lock is shut down due to overhaul, maintenance, flood season or other reasons possibly caused by the change of navigation environments (wind, fog, flow and the like), so that the operation condition is changed, 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 ending time, the navigation stop reasons, the navigation stop category 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 frequently in 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 content of the first and second substances, set W = { W ₁ ,w ₂ ,…,w _i ,…w _n Denotes the navigation scheduling management water area range, V = { V = { ₁ ,v ₂ ,…,v _i ,…,v _n Indicates the ship traffic flow (ship number) in the water area, and n indicates the number of water area segments

Average ship traffic flow density q in segmented water area i _i Can be expressed as:

(4) With different water flow, the ship draft control standard can be changed. In the full-water period, draft control standards of the three gorges south-north double lines and the ship lift are respectively 4.3 meters and 2.7 meters, draft control standards of the Ge Zhou dam 1# ship lock are 4.3 meters, and draft control standards of the Ge Zhou dam 2# and 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 Ge Zhou dam 1#, 2#, and 3# ship locks are respectively 4.3 meters, 4 meters and 3.5 meters; in dry season, the draft control standards of the three gorges for the double lines and the ship lift can be maintained at 4.3 meters and 2.7 meters respectively, the draft control standard of the Ge Zhou dam 1# ship lock can be maintained at 4.3 meters, the draft control standards of the Ge Zhou dam 2# and the 3# ship lock are influenced by the temple mouth water level, when the temple mouth water level is respectively in [29 meters and 39.5 meters ], [39.5 meters and 40 meters) or not less than 40 meters, the draft control standards of the 2# and the 3# ship locks 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 ship special lock for the first-level flammable and explosive dangerous goods passes through the lock, and the ship centralized lock for the second-level flammable and explosive dangerous goods passes through the lock. 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 commercial vehicle = container express mail box > container ordinary box > non-flammable and explosive dangerous goods > ordinary 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<25000m ³ And in the time of/s, the number of the anchor-berthing ships of the Letianxi between the two dams is controlled to be 60, and when the flow rate is 20000m3/s to 25000m3/s, the number of the anchor-berthing ships of the flat dam is controlled to be 8.

When it is 25000m ³ /s≤Q＜30000m ³ And 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 30000m ³ /s≤Q＜35000m ³ And 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 35000m ³ /s≤Q＜40000m ³ And in a second time, the number of ships anchored in the Letianxi anchor land between the two dams is controlled to be 5.

When 40000m ³ When the/s is less than or equal to Q, the fleet does not allow the sailing section between the two dams to pass.

in the second step of the method, the first step of the method,

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, it is common that two successive arrival event intervals follow 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 step hinge throughput:

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;

the cascade hub is provided with m ports according to the water flow direction, and the cascade hub has the throughput of P = P ₁ ＝P ₂ ＝…＝P _m ；

According to the Ship Lock general design Specification (JTJ 305-2001), the passing Capacity of a Ship Lock P _i = nNG. 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;

wherein n is _d Number of pass gates of d periods, G _d Average tonnage for period d;

when the relevant ship passes through the step junction:

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 chamber ₁ And the ship brake-in time t ₂ Gate chamber water filling/draining time t ₃ Time t for transfer between ship lock chambers/exit ₄ And ship entry/exit interval time t ₅ ；

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

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)；

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 _ai λ _i ，

Wherein: c _i Design service level for port i, C _ai Maximum service level for port i day, C _i ≤C _ai ，λ _i Serving 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 ₀ ＝0；

Then the time to gate between different ports:

wherein T is ₀ ＝0 (7)；

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

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

time imbalance coefficient η _t The ship flow P of the largest cross section of the hub in a certain direction _max And the average flow rate P _av The ratio of (A) to (B):

wherein, P _av ≤P _max ；

Coefficient of directional imbalance η _f Can be expressed as:

wherein: p _u Refers to the ship flow in the downstream direction, P _a Refers to the ship flow in the countercurrent direction, P _tav Is the bidirectional average ship flow;

d period ship traffic flow imbalance coefficient eta _d Can be expressed as:

η _d ＝η _t +η _f (12)；

the multi-target 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:

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 in navigation due to severe weather such as strong wind, strong 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 flexible machines by adopting scheduling technical means such as advance storage, emergency parking, flexible machine adjustment and the like, the operation scheduling operation plan of the locks is flexibly adjusted, and the three gorges and Ge Zhou dam locks can be operated for a period of time as much as possible under the condition that abnormal operation (severe weather or sudden change of water conditions and the like) of ship dam-passing scheduling organization chains is ensured, so that the influence of the severe weather on the 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 (Ge Zhou dam warehouse-in or three gorges warehouse-out, the same below) is less than 25000m ³ In the second time, ge Zhou dam one-way descending of a first ship lock, ge Zhou dam two-way ascending of a second ship lock, ge Zhou dam three-way ascending of a third ship lock, and three gorges, ge Zhou dam junction navigation buildings operate normally, and the operation is executed according to a step junction navigation building combined operation basic mode and a two-dam matching operation scheduling scheme under normal navigation conditions.

The flow rate is more than 25000m ³ The/s is less than 35000m ³ In/s, ge Zhou dam I is descending in a single direction and is only operated in the daytime (operation time 5-20).

When the warehousing flow rate of the three gorges is lower than 56700m ³ (s) the flow between two dams is higher than 35000m ³ S is lower than 45000m ³ When the ship is in a second time, the three gorges hub navigation building normally operates, the Ge Zhou dam lock I stops navigating, and the ship locks II and III normally operate. The three gorges lock and the ship lift follow a basic combined operation mode. 5363 the dam lock of Ge Zhou can flexibly adopt a one-way operation mode or an oncoming operation mode according to the number of ships waiting for locking up and down. The three gorges ship lock and the ship lift control the operation rhythm, and the three gorges ship lock and the ship lift are matched with the passing capacity of the Ge Zhou dam ship lock to operate.

When the warehousing flow rate of the three gorges is lower than 56700m ³ S, the flow between two dams is higher than 45000m ³ Has a/s of less than 60000m ³ And when the current is/s, the navigation between the two dams is forbidden. The three gorges hub navigation building is controlled to operate, a first ship lock of a Ge Zhou dam is stopped in navigation, a second ship lock and a third ship lock are controlled to operate, and only ships entering and exiting the phellodendron river anchor land are arranged.

When the warehousing flow rate of the three gorges is higher than 56700m ³ (s) flow between two dams is higher than 45000m ³ The/s is lower than 60000m ³ In the second time, the three gorges hub navigation building stops navigating, the two dams are forbidden to navigate, the Ge Zhou dam No. one lock stops navigating, the No. two and No. three locks operate in a control mode, and only ships entering and exiting the phellodendron river anchor land are arranged.

When the warehousing flow rate of the three gorges is higher than 56700m ³ (s) flow rate between two dams is higher than 60000m ³ In the second, the three gorges hub navigation building stops navigating, the two dams are forbidden to navigate, and the Ge Zhouba ship lock stops navigating.

The ship locks of the south and north lines of the three gorges run in a single direction in the flood season, the interval time of the locks is generally controlled according to 90 minutes, when special conditions such as maintenance of the ship lock of one line occur, the ship lock of the other line runs 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 chambers is controlled according to 60 minutes, and the time interval between the same-direction operation chambers is controlled according to 90 minutes. When the ship flow is seriously unbalanced, the ship locks of 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 reach between the two dams of the three gorges-Ge Zhou dam is steeply expanded (descended), the three gorges ship lock is operated in a controlled mode, the ship is not released to enter the water area between the two dams, and meanwhile the ship between the two dams is evacuated in an emergency mode. 5363 the ship lock of Ge Zhou operates controllably to evacuate the ships between two dams preferentially, and only arrange the ships going in and out of the anchor area of phellodendron river without letting the ships into between two dams.

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 lifts run in a head-on mode, a cooperative shunting mode is adopted, the dispatching at the moment takes ship evacuation as a priority principle, meanwhile, the dam-passing fairness is considered, after the three gorges ship lifts arrange the ships passing the dam preferentially, the three gorges ship lifts can queue up through common dry bulk cargo ships of the three gorges ship lifts according to the time sequence, and the three gorges ship lifts are arranged to pass through as much as possible.

Ge Zhou dam one line maintenance, the other line ship lock and the third ship lock run in the full load and head-on direction. The three gorges ship lock is matched with the Ge Zhou dam passing capacity to control the operation rhythm, and the three gorges ship lift adopts a rapid channel shunting mode and only passes through a ship which preferentially passes through the dam.

When the ship lock is overhauled, a dispatching principle that emphasis is first, first comes first, efficiency is considered, and regulation and control are reasonable is adopted. 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-pass. The ship carrying flammable and explosive dangerous goods can be arranged and passed through in a centralized way when the ship is full of one gate.

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 completion 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:

(1) and (3) unidirectional operation:

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

T＝4t ₁ +t ₂ +2t ₃ +t ₄ +2t ₅ (a)

in the formula:

t ₁ time (unit: min) to open or close the door

t ₂ One-way first ship entry time (unit: min)

t ₃ Sluice chamber water filling or draining time (unit: min)

t ₄ One-way first ship lock chamber transfer or exit time (unit: min)

t ₅ Interval time (unit: min) between the entry and exit of a ship

(2) Run-on:

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):

T ₁ ＝4t ₁ +2t′ ₂ +2t ₃ +2t′ ₄ +4t ₅ (b)

in the formula:

T ₁ the head-on passing time of the up and down going each time, unit: min;

t ₁ -door opening or closing time (unit: min);

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

t ₃ sluice chamber water filling or draining time (unit: min))；

t′ ₄ The time (unit: min) for the first ship to come out of the brake;

t ₅ the interval time (unit: min) between the entry and exit of the ship.

Therefore, the duty cycle interval:

t ₁ 、t ₃ the method is mainly related to the operation condition of ship lock equipment and the operation mode of a ship lock, is called the total equipment time (including the time for filling water or draining water in a lock chamber, the same applies below), generally has small change and can be regarded as a constant; t is t ₂ 、t′ ₂ 、t ₄ 、t′ ₄ 、t ₅ The 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 back-locking process, the lower limit of the interval time between two adjacent equidirectional locks of the ship lift and the Ge Zhouba ship lock is larger than the interval time of the shortest lock, and the extra time is called as 'back-locking additional time', and is smaller than the interval time of the shortest lock. Ship lock [ k, l]Switching of ([ k, l)]E Ω ")/commutation [ k, l]E Ω') additional time c _kl And (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; ge Zhou dam 1# and 2# ship locks have 320 days of navigation each year and run for 22 hours each day on average; 5363 and the 3# ship lock of Ge Zhou has 335 days of navigation each year and 22 hours of operation each day.

The key ship and key gating time are as follows:

the key ships comprise dangerous goods ships, special task ships and heavy shipsAccording to the establishment of a 'three gorges green channel navigation management system', key ship lockage 'green channel on water' is developed for emergency transportation of goods and ships and the like, and timely dam passing of key goods and materials such as special task ships, passengers, fresh and live goods, containers, commercial vehicles, electric coal and the like is ensured. Ship lock L _k The time of the brake is as follows:

the anchor land capacity is specifically as follows:

the anchor capacity includes the vessel capacity settings of the three gorges upstream anchor, the three gorges downstream anchor, ge Zhou dam upstream anchor, ge Zhou dam downstream anchor and the two dam-to-dam anchor.

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

(1) The parameters of the three gorges and Ge Zhouba ship lock passing through the lock 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 passing 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 35000m ³ /s≤Q＜40000m ³ And in the second time, the number of the ships anchored in the Letianxi anchor land between the two dams is controlled to be 5.

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 the ship lock in the 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 Ge Zhouba 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 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 _kl Indicating the ship lock [ k, l ]]Average lock chamber area utilization over a dispatch plan period (24 hours), as shown in equation (e):

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

according to the actual operation situation, the navigation benefits exerted by the three gorges ship lock, the Ge Zhou dam 1# and the 2# lock when the average lock chamber area utilization rate is about 70 percent are high. 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. F ₂ Represents the average gate waiting time of all ships passing through the three gorges, ge Zhou dam, as shown in formula (g):

minimizing the average ship time to be locked is a goal pursued by taking the ship as a starting point, and is different from the optimization goal 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 joint scheduling model aims at maximizing the utilization rate of the average lock chamber area and minimizing the average ship lock waiting time, and combines two performance indexes into a comprehensive index according to the formulas (f) and (g). F ₁ Targeting index maximization, F ₂ Targeting index minimization, in order to maintain one of two targetsInduced sexual disorder, take F ₁ The 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):

lambda belongs to the 0,1, and the lambda is valued according to the importance degrees of the two indexes of the average lock chamber area utilization rate and the average ship time to be locked.

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.

The plan adjustment mainly comprises the following steps:

1) Adjusting a ship in plan: adjusting the planned ship 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) ship planning cancellation: 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.

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.

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 rich water period, the Ge Zhou dam 1# ship lock runs in a one-way downward mode and is matched with a three gorges south line ship lock; the Ge Zhou dam 2# ship lock runs in the forward direction, and the behaviors are mainly matched with the three gorges north line ship lock; the Ge Zhou 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 Ge Zhou dam 1# ship lock runs in a one-way downward mode and is matched with a three gorges south line ship lock; 5363 the Ge Zhou dam 2# ship lock is one-way upward and matched with the three gorges north line ship lock; the Ge Zhou dam 3# ship lock is a rapid channel running in the opposite direction and is matched with a ship lift; the three gorges hub north and south bidirectional ship locks respectively perform unidirectional downlink operation and unidirectional uplink operation; 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 temple mouth water level changes will cause the draft of Ge Zhou dam # 2 and # 3 ship locks to be limited, the limited ship needs to enter and exit Ge Zhou dam hub through # 1 ship lock. At the moment, a Ge Zhou dam junction No. 1 ship lock mainly takes unidirectional upward movement, and the ship lock is reversed at regular time and shunted and goes downward in a centralized manner; 5363 the junction of Ge Zhou the No. 2 ship lock and No. 1 ship lock operate in different directions and in one direction, and change direction periodically; ge Zhou dam junction No. 3 lock is a fast way to cooperate with Ge Zhou dam junction No. 1 and No. 2 locks. Usually, the change is made 1 to 2 times day and night.

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

the navigation days of the three gorges ship lock are 335 days each year, and the three gorges ship lock averagely runs for 22 hours 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; ge Zhou dam 1# and 2# ship locks have 320 days of navigation each year and run for 22 hours each day on average; 5363 and the 3# ship lock of Ge Zhou has 335 days of navigation each year and 22 hours of operation each day.

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 the ships in each lock, the area utilization rate of the lock chamber is proper, the difficulty of the ship gear shift cannot be too high, and various gear shift 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: commercial automobile transport vessels; 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 vessels and numbers is specified as follows:

the small flat dam anchor land is provided with 3 wharfs for berthing the ship to be locked, the flat dam and the Hongxi anchor land can be used for anchoring the ship in short time, the total berthing and anchoring amount is controlled within 30 times, and the total berthing and anchoring amount is controlled within about 20 times in general. A wharf boat is arranged on the lotrey anchor land and can be used for berthing a ship to be locked, the total amount of the lotrey anchor boat is controlled within 30 times, and the lotrey anchor land is expanded to about 50 times due to the requirement of the ship to be locked.

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 Ge Zhou 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 the 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 periods and the like is considered, the navigation capacity of the hub joint scheduling is explored from multiple dimensions such as basin management, sectional control, regional closed control and a gate-passing organization mode, and 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, so that 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:

the multi-target-value cascade junction joint scheduling model is concretely as follows:

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;

According to the general design code of ship lock, the passing capacity P of the ship lock _i ＝n _i NG _i (ii) a Wherein: n is _i Average number of gate-overs per port i day, N number of navigable days in the cycle, G _i The average load tonnage is the average load tonnage of the first-time brake-passing;

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

wherein n is _id The number of times of passing gate of port i in d period, G _id The average load tonnage of the port i in the 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 chamber ₁ And the ship brake-in time t ₂ Gate chamber water filling/draining time t ₃ And the time t of moving between ship lock chambers/exiting ₄ And ship entry/exit interval time t ₅ ；

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:

The difference in service level between different ports is:

ΔC _i ＝C _i -C _i-1 (6)；

wherein C is ₀ ＝0；

Then the time to gate between different ports:

G _i the average load tonnage for one-time brake-passing of the port i;

wherein, T _ij The time spent by the j gate ship passing through the step hub port i in the unit period is referred to;

wherein, T _dij Means the time of the j gate ship passing through the step hub port i in the period d, n _id The number of the gate-passing times of the port i in the d period is set;

time imbalance coefficient η _t For the maximum cross-section ship flow P of the hub in a certain direction _max And the average flow rate P _av The ratio of (A) to (B):

wherein, P _av ≤P _max ；

Coefficient of directional imbalance η _f Can be expressed as:

d period ship traffic flow imbalance coefficient eta _d Can be expressed as:

η _d ＝η _t +η _f (12)；

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 a ship to pass through a cascade hub in a dispatching cycle can be expressed as follows:

wherein M is a dimensional adjustment factor according to Z ₂ And Z ₁ Is determined so that the ratio thereof to Z ₃ At the same dimensional level;

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 step hub navigation joint scheduling method according to 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 upstream and downstream ship traffic flow imbalance coefficients comprise a time imbalance coefficient and a direction imbalance coefficient,

5. 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.

6. 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 ships to be locked to the anchor obey the poisson distribution, that is, the probability of reaching n ships within the time period t is recorded as Pn (t), then:

7. The stair hub navigable joint scheduling method of claim 5, wherein:

(1) and (3) unidirectional operation:

T＝4t ₁ +t ₂ +2t ₃ +t ₄ +2t ₅ (a)

in the formula:

t ₁ -door opening or closing time, unit: min;

t ₂ one-way first vessel entry time, unit: min;

t ₃ chamber filling or draining time, unit: min;

t ₄ -one-way first ship lock chamber transfer or exit time, unit: min;

t ₅ vessel entry or exit interval time, unit: min;

(2) run-on:

the ship passes through the lock in the front direction under the front-direction operation condition, and the single-stage ship lock can pass through 2 ships with on-load locks every time the ship runs back and forth for 1 time; the specific calculation formula is shown as formula (b):

T ₁ ＝4t ₁ +2t′ ₂ +2t ₃ +2t′ ₄ +4t ₅ (b)

in the formula:

T ₁ the head-on passing brake time of one time of ascending and descending respectively, unit: min;

t ₁ -door opening or closing time, unit: min;

t′ ₂ -entry time into the lock for the first crew, unit: min;

t ₃ chamber fill or drain time, unit: min;

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

t ₅ vessel entry or exit interval time, unit: min;

therefore, the gating interval time:

t ₁ 、t ₃ the 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 t ₂ 、t′ ₂ 、t ₄ 、t′ ₄ 、t ₅ Collectively referred to as the total time of the vessel.