CN114662740A - Intelligent ship arrangement algorithm - Google Patents
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Abstract
The invention relates to the technical field of ship arrangement, in particular to an intelligent ship arrangement algorithm. The algorithm is used for pushing multiple plan schemes for ship entry and departure according to the entry and departure characteristics of port ships, port ship dynamic management requirements, yard storage conditions, equipment use conditions, cargo owner demand conditions and the like, and meanwhile, a dock planner selects an optimal ship plan from the multiple schemes. The ship plan aims at maximizing the loading workload which is finished every day, optimization research is carried out on wharf berthing and a coordination work distribution algorithm, the wharf is expected to be assisted to reduce ship arranging and coordination work time, the throughput of ships in day and night is improved, the overall production organization capacity and management level of the wharf are further improved, and the production potential is excavated through scientific management.
Description
Technical Field
The invention relates to the technical field of ship arrangement, in particular to an intelligent ship arrangement algorithm.
Background
With the continuous deepening of global trade, the logistics demand is also continuously increased, and the material transfer capacity in ports becomes a logistics level wind vane. The ship is a main carrier for shipping, and the rapid arrival and departure of the ship are important indexes for port business production. On the one hand, ships are susceptible to natural environments such as high winds, temperature, tides, and the like in seaports. Meanwhile, the cost is increased continuously when the marine floating body stays inside and outside the harbor for a long time. On the other hand, the shipping operation efficiency of the materials in the port yard directly influences the operation effect of the port and the wharf. Therefore, in order to reduce the stay time of the ship in port, improve the ship unloading rate and improve the port material transfer efficiency, intensive research on the ship entering plan must be carried out.
In the prior ship management plan of the port system, ship arrangement and allocation plan are finished by manual operation. The workload of ship arrangement and allocation work is closely related to the number of ships involved in work, when the number of the ships is small, the calculated amount is small, and a plan made manually is reasonable; however, when there are many ships, it is difficult to make a reasonable plan only by manual operation because of a large amount of information and a large amount of calculation data.
In the case of the prior art, assignment strategies based on expert experience. There are the following problems:
(1) the tedious calculation of data consumes the attention of the planner. In order to ensure the rigor of port production, a planner needs to accurately calculate data such as reserved positions of ships, stock conditions, drainage time, day and night planning quantity and the like when arranging ships and allocating workers so as to avoid errors and influence on the production of companies.
(2) The time is short, and a plurality of schemes are difficult to be compiled for selection. Because the plan is reported to the group business place to wait for the repeat in the morning, the planner often only can make a set of plan in the limited 2 hours or so in the morning.
(3) The established scheme lacks scientificity. Due to the fact that scientific working standards and evaluation methods are not available, personal experience of planners is relied on when ships are arranged and day and night plans are made, and therefore the existing ship arranging and allocating modes cannot be called scientific and reasonable.
Aiming at the defects of the prior art, the invention provides an intelligent ship arranging algorithm based on a heuristic method. The algorithm is used for pushing out multiple plan schemes for the ship to enter and leave according to the characteristics of the ship to enter and leave the port, dynamic management requirements of the ship to the port, storage yard storage conditions, equipment use conditions, cargo owner demand conditions and the like, and meanwhile, a dock planner selects an optimal ship plan from the multiple schemes. The ship plan aims at maximizing the loading workload finished every day, optimization research is carried out on wharf berthing and a distribution algorithm of distribution workers, and the wharf is expected to assist the wharf to reduce ship arranging and distribution time, improve the throughput of ships in day and night, further improve the overall production organization capacity and management level of the wharf and scientifically manage and mine the production potential.
The information disclosed in this background section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art.
Disclosure of Invention
The invention aims to provide an intelligent ship arranging algorithm to solve the technical problems in the prior art.
In order to achieve the purpose, the invention adopts the following technical scheme:
the invention provides an intelligent ship arranging algorithm, which comprises the following steps:
s1: according to the actual situation, the following settings are carried out:
(8) each ship configures a berthing position according to self conditions, cargo capacity and arrival time, the ships arrive at the port on time at planned berthing time, and all the ships arrive at a wharf in the form of empty ships, wait for berthing and carry out ship loading operation;
(9) the loading and unloading machinery is enough, and the loading and unloading efficiency of the ship is fixed along the quay line of the wharf;
(10) safe clear distances are reserved among ships, and operation can be carried out without mutual influence;
(11) the length of an occupied shoreline is determined from the beginning and the end of the berthing position, and the total time of operation in the port is determined from the beginning and the end of the berthing time;
(12) the harbor operation time comprises the driving time from an anchor land to a berth and the time for driving from the berth to a harbor, namely if a free position is available on a berth shore line when a ship arrives at the harbor, the arrival time of the ship is determined as the berthing time of the ship, and the berthing ending time is the departure time;
(13) the bulk cargo ships are arranged from left to right along a quay wall line according to a planned sequence;
(14) the wharf has 4 berths which are divided into B1, B2, B3 and B4; the cargo category is M, N; the corresponding relation is as follows: cargo M- -B1, cargo N- -B2, B3, B4;
s2: parameter definition of algorithm model:
the total number of ships arriving at port within s-24 hours;
l-total quay wall length;
i, j-incoming vessel i, j ═ 1,2, …, s;
h-work machine h ═ 1,2, 3.;
k-on-berthing vessel k ═ 1,2, 3.;
li-a length of vessel i;
Ci-the load capacity (tons) of vessel i;
Ati-arrival time of ship i;
Eti-a time of departure of the vessel i;
Ti-loading and unloading operation time of vessel i;
Ei-a shipA ship i berthing stop position;
Dti-a desired departure time of a ship i;
Sijif ships i and j cross in time, Sij1, otherwise Sij＝0；
Pij-if the berthing positions of ships i and j intersect, then Pij1, otherwise Pij＝0；
RiIf Eti≤DtiThen R isiNot all others except Ri＝1；
S3: the decision variables are listed below:
Si-a vessel i berthing starting location;
Sti-a vessel i berthing time;
Xiif the vessel i is berthing, then Xi1, otherwise Xi＝0；
S4: the heuristic algorithm of the single-row ship and the allocation work is established by referring to ship-row and allocation work rules, and the operation steps are as follows:
(1) sequencing the initial ship: selecting ship information in accordance with a planning period, wherein the ordering rule is that ship loading capacity is large and anchor entering time is early, and the ship number is i;
(2) acquiring information of ships on the 16:00 at the current day in a production management system, wherein the information comprises berthing positions and planned ship opening time;
(3) circularly allocating berths for the input ships, and enabling i to be 1;
(4) judging the cargo type of the ship and determining the berthing range of the ship; according to the corresponding relation, the cargo M enters the corresponding berth B1, and the cargo N corresponds to the berths B2, B3 and B4;
(5) calculating the latest harboring dynamics and berthing time of the ship i; if the anchor entering time is within the harbour entering dynamic range, judging whether the anchor entering time plus 1.5 hours is greater than the harbour entering dynamic ending time, and if the anchor entering time plus 1.5 hours is greater than the harbour entering dynamic ending time, determining the berthing time S of the shiptiDynamic start time +1.5 hours for next entry, otherwise StiThe anchor entering time is +1.5 hours;
(6) calculating the berthing position of the ship;
(7) calculating the start-up time of the ship i;
(8) calculating the mechanical configuration condition;
(9) calculating the latest mechanical operation ending time of the ship i; the numerical value is the maximum value Max of the end time of the matched mechanical work;
(10) calculating the completion time of the ship i; the completion time of the ship i is Max (the latest mechanical work completion time, drainage time);
(11) calculating the ending time of the handling procedure of the ship i, and the corresponding latest departure dynamic state and ship starting time;
(12) recalculating the berthing position, berthing time, mechanical configuration and ending time of the ship with the berthing time later than the berthing time of the ship i; if the berthing time of the ship exceeds 16 points of the planned time period in the recalculated result, the ship i is excluded;
(13) i ═ i +1. If i > the total ship number s, entering the step (14); otherwise, entering the step (4);
(14) according to the operation algorithm of the single ship, the whole ship arranging algorithm model is obtained as follows:
the formula (1) is an optimization target, and the total loading capacity of the berthed ship within one day is required to be maximum;
equation (1) can be normalized as:
the formula (2) is an optimization target, and the sum of the departure delay time of the ships arriving at the port is required to be minimum;
equation (2) is normalized to:
formula (3) is the overall objective function; assuming that the maximum one-day throughput of the wharf is that all ships are all moored, and the minimum throughput is that all ships are not arranged; the maximum departure delay time of each ship is 24h, and the minimum departure delay time is 0; the weight ω 1 is much greater than ω 2;
Si≥0 (4)
the formula (4) is a constraint condition, and the starting positions of all the berthed ships are ensured to be in the shoreline;
Ei≤L (5)
the formula (5) is a constraint condition, and the termination positions of all berthing ships are ensured to be in the shoreline;
(Ei-Sj)·(Si-Ej)·Sij≥0 (6)
the formula (6) is a constraint condition, and the positions of the berthing ships are ensured not to be crossed under the condition that the time is not crossed;
(Eti-Stj)·(Sti-Etj)·Pij≥0 (7)
the formula (7) is a constraint condition, and the time of the berthing ship is ensured not to be crossed under the condition that the positions are not crossed;
(Ei-Si)≥1.2Li (8)
the formula (8) is a constraint condition, and the position vacated by the shoreline is ensured to be more than 1.2 times of the ship length;
Sti-Ati≥0 (9)
the formula (9) is a constraint condition, and the service can be ensured after the ship arrives at the port;
(Eti-Dti)≤Ti (10)
the formula (10) is a constraint condition, and the departure delay time is not more than the operation time of the ship.
Further, in step S4, the specific method for calculating the berthing position of the ship is as follows: calculating the idle position of a berth when the ship is i berthed; the calculation method comprises the following steps: calculating the berth inner place of the current berthing time of the ship in the berthing rangeThe mooring device comprises a ship mooring initial code and a ship mooring end code, and a berthing initial code and a berthing end code; the idle range is the distance between two ships, i.e. the idle range is the starting code of the rear ship and the stopping code of the front ship is Sk+1-EkWhile the free range satisfies Sk+1-Ek>1.2LiThat is (E)i-Si)≥1.2Li(ii) a Indicating an idle position greater than 1.2 ship lengths.
Further, in step S4, calculating the start time of the ship i specifically includes: the start time is berthing time + auxiliary time + Max ((end time of last task of configuration machine + mechanical movement time- (berthing time + auxiliary time)), 0); if the ship is a domestic trade ship, the auxiliary time is 35 min; if the ship is a foreign trade ship, the auxiliary time is 120 min; machine travel time between 2 tasks: the ship loader is 30 minutes, and the door machine is 0.
Further, the step S4 specifically calculates the mechanical configuration as follows: setting the number of a machine as h; calculating a machine h serving the ship i; calculating the operation starting time and the operation ending time of the ship i by the machine h;
calculating the number of machines required by a ship i; the configuration rule is as follows: when the gantry crane is configured, 4 ships with more than 8000 tons are configured, and 3 ships with less than 8000 tons are configured at most; when the ship loader is configured, 2 ship loaders can be configured;
and discharging a mechanical number configured for the ship i, acquiring a past and same condition operation time record from an equipment automation system, and setting a start time, wherein Max (latest end time) is the start time plus the longest operation time recorded before.
Further, the step S4 of calculating the ending time of the handling procedure of the ship i, the corresponding latest departure dynamic state and the corresponding departure time specifically includes: the procedure end time is Max (latest machine work end time, drain time) + auxiliary time after the latest machine work is ended; if the ending time of the handling procedure is within the departure dynamic range, judging whether the +1.5 hours of the ending time of the handling procedure is greater than the ending time of the latest departure dynamic range, and if the +1.5 hours of the ending time of the handling procedure is greater than the ending time of the departure dynamic range, judging the ship starting time D of the shiptiStart time of next departure dynamic, otherwise DtiThe end time of the procedure.
By adopting the technical scheme, the invention has the following beneficial effects:
the algorithm of the invention can release a plurality of plan schemes for the entry and the departure of the ship according to the entry and the departure characteristics of the ship at the port, the dynamic management requirements of the ship at the port, the storage yard and storage conditions, the equipment use conditions, the cargo owner demand conditions and the like, and meanwhile, a wharf planner selects an optimal ship plan from a plurality of schemes. The ship plan aims at maximizing the loading workload which is finished every day, optimization research is carried out on wharf berthing and a coordination work distribution algorithm, the wharf is expected to be assisted to reduce ship arranging and coordination work time, the throughput of ships in day and night is improved, the overall production organization capacity and management level of the wharf are further improved, and the production potential is excavated through scientific management.
Detailed Description
The port terminal has many influencing factors in the ship-discharging, and the following assumptions are made according to the actual situation: according to the actual situation, the following settings are carried out:
each ship configures a berthing position according to self conditions, cargo capacity and arrival time, the ships arrive at the port on time at planned berthing time, and all the ships arrive at a wharf in the form of empty ships, wait for berthing and carry out ship loading operation;
the loading and unloading machinery is enough, and the loading and unloading efficiency of the ship is fixed along the quay line of the wharf;
a safe clear distance is reserved between the ships, and the operation can be carried out without mutual influence;
the length of an occupied shoreline is determined from the beginning and the end of the berthing position, and the total time of operation in the port is determined from the beginning and the end of the berthing time;
the harbor operation time comprises the driving time from an anchor land to a berth and the time for driving from the berth to a harbor, namely if a free position is available on a berth shore line when a ship arrives at the harbor, the arrival time of the ship is determined as the berthing time of the ship, and the berthing ending time is the departure time;
bulk cargo ships are arranged from left to right along a quay wall line according to a planned sequence;
the wharf has 4 berths which are divided into B1, B2, B3 and B4; the cargo category is M, N; the corresponding relation is as follows: cargo M- -B1, cargo N- -B2, B3, B4;
parameter definition of algorithm model:
the total number of ships arriving at the port within s-24 hours;
l-total quay wall length;
i, j-incoming vessel i, j ═ 1,2, …, s;
h-work machine h ═ 1,2, 3.;
k-on-berthing vessel k ═ 1,2, 3.;
li-a length of vessel i;
Ci-the load capacity (tons) of vessel i;
Ati-arrival time of ship i;
Eti-a time of departure of the vessel i;
Ti-loading and unloading operation time of vessel i;
Ei-a vessel i berthing stop position;
Dti-a desired departure time of a ship i;
Sijif ships i and j cross in time, Sij1, otherwise Sij＝0；
Pij-if the berthing positions of ships i and j intersect, then Pij1, otherwise Pij＝0；
RiIf Eti≤DtiThen R isiNot all others except Ri＝1；
The decision variables are listed below:
Si-a vessel i berthing starting location;
Sti-a vessel i berthing time;
Xiif the vessel i is berthing, then Xi1, otherwise Xi＝0；
S4: the heuristic algorithm of the single-row ship and the allocation work is established by referring to ship-row and allocation work rules, and the operation steps are as follows:
(1) sequencing the initial ships: selecting ship information in accordance with a planning period, wherein the ordering rule is that ship loading capacity is large and anchor entering time is early, and the ship number is i;
(2) acquiring information of ships on the 16:00 at the current day in a production management system, wherein the information comprises berthing positions and planned ship opening time;
(3) circularly allocating berths for the input ships, and enabling i to be 1;
(4) judging the cargo type of the ship and determining the berthing range of the ship; according to the corresponding relation, the goods M enter the corresponding berth B1, and the goods N correspond to the berths B2, B3 and B4;
(5) calculating the latest harboring dynamics and berthing time of the ship i; if the anchor entering time is within the harbour entering dynamic range, judging whether the anchor entering time plus 1.5 hours is greater than the harbour entering dynamic ending time, and if the anchor entering time plus 1.5 hours is greater than the harbour entering dynamic ending time, determining the berthing time S of the shiptiDynamic start time +1.5 hours for next entry, otherwise StiThe anchor entering time is +1.5 hours;
(6) calculating the berthing position of the ship, and calculating the idle position of the berth when the ship is berthed; the calculation method comprises the following steps: calculating initial mooring codes and stop codes of all ships in the berth of the current ship i berthing time in the berthing range, and the initial berthing codes and the stop codes; the idle range is the distance between two ships, i.e. the idle range is the starting code of the rear ship and the stopping code of the front ship is Sk+1-EkWhile the free range satisfies Sk+1-Ek>1.2LiThat is (E)i-Si)≥1.2Li(ii) a Indicating that the idle position is greater than 1.2 times the length of the vessel;
(7) calculating the start-up time of a ship i: the start time is berthing time + auxiliary time + Max ((end time of last task of configuration machine + mechanical movement time- (berthing time + auxiliary time)), 0); if the ship is a domestic trade ship, the auxiliary time is 35 min; if the ship is a foreign trade ship, the auxiliary time is 120 min; machine travel time between 2 tasks: the ship loader is 30 minutes, and the door machine is 0. (ii) a
(8) Calculating the mechanical configuration condition: setting the serial number of a machine as h; calculating a machine h serving the ship i; calculating the operation starting time and the operation ending time of the ship i by the machine h;
calculating the number of machines required by a ship i; the configuration rule is as follows: when the gantry crane is configured, 4 ships with more than 8000 tons are configured, and 3 ships with less than 8000 tons are configured at most; when the ship loader is configured, 2 ship loaders can be configured;
and discharging a mechanical number configured for the ship i, acquiring a past same-condition operation time record from an equipment automation system, and setting a start time, wherein Max (latest end time) is the start time plus the longest operation time recorded in the past.
(9) Calculating the latest mechanical operation ending time of the ship i; the numerical value is the maximum value Max of the end time of the matched mechanical work;
(10) calculating the completion time of the ship i; the completion time of the ship i is Max (the latest mechanical work completion time, drainage time);
(11) calculating the ending time of the handling procedure of the ship i, and the corresponding nearest departure dynamic state and the ship opening time; the procedure end time is Max (latest machine work end time, drain time) + auxiliary time after the latest machine work is ended. If the ending time of the handling procedure is within the departure dynamic range, judging whether the +1.5 hours of the ending time of the handling procedure is greater than the ending time of the latest departure dynamic range or not, if so, taking the departure time Dti of the ship as the starting time of the next departure dynamic range, otherwise, taking the departure time Dti as the ending time of the handling procedure.
(12) Recalculating the berthing position, berthing time, mechanical configuration and ending time of the ship with the berthing time later than the berthing time of the ship i; if the berthing time of the ship exceeds 16 points of the planned time period in the recalculated result, the ship i is excluded;
(13) i ═ i +1. If i > the total ship number s, entering the step (14); otherwise, entering the step (4);
(14) according to the operation algorithm of the single ship, the whole ship arranging algorithm model is obtained as follows:
the formula (1) is an optimization target, and the total loading capacity of the berthed ship within one day is required to be maximum;
equation (1) can be normalized as:
the formula (2) is an optimization target, and the sum of the departure delay time of the ships arriving at the port is required to be minimum;
equation (2) is normalized to:
formula (3) is the overall objective function; assuming that the maximum one-day throughput of the wharf is that all ships are all moored, and the minimum throughput is that all ships are not arranged; the maximum departure delay time of each ship is 24h, and the minimum departure delay time is 0; the weight ω 1 is much greater than ω 2;
Si≥0 (4)
the formula (4) is a constraint condition, and the starting positions of all the berthed ships are ensured to be in the shoreline;
Ei≤L (5)
the formula (5) is a constraint condition, and the termination positions of all berthing ships are ensured to be in the shoreline;
(Ei-Sj)·(Si-Ej)·Sij≥0 (6)
the formula (6) is a constraint condition, and the positions of the berthing ships are ensured not to be crossed under the condition that the time is not crossed;
(Eti-Stj)·(Sti-Etj)·Pij≥0 (7)
the formula (7) is a constraint condition, and the time of the berthing ship is ensured not to be crossed under the condition that the positions are not crossed;
(Ei-Si)≥1.2Li (8)
the formula (8) is a constraint condition, and the position vacated by the shoreline is ensured to be more than 1.2 times of the ship length;
Sti-Ati≥0 (9)
the formula (9) is a constraint condition, and the service can be ensured after the ship arrives at the port;
(Eti-Dti)≤Ti (10)
the formula (10) is a constraint condition, and the departure delay time is not more than the operation time of the ship.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (5)
1. An intelligent ship-arranging algorithm is characterized by comprising the following steps:
s1: according to the actual situation, the following settings are carried out:
(1) each ship configures a berthing position according to self conditions, cargo capacity and arrival time, the ships arrive at the port on time at planned berthing time, and all the ships arrive at a wharf in the form of empty ships, wait for berthing and carry out ship loading operation;
(2) the loading and unloading machinery is enough, and the loading and unloading efficiency of the ship is fixed along the quay line of the wharf;
(3) safe clear distances are reserved among ships, and operation can be carried out without mutual influence;
(4) the length of an occupied shoreline is determined from the beginning and the end of the berthing position, and the total time of operations in the port is determined from the beginning and the end of the berthing time;
(5) the harbor operation time comprises the driving time from an anchor land to a berth and the time for driving from the berth to a harbor, namely if a free position is available on a berth shore line when a ship arrives at the harbor, the arrival time of the ship is determined as the berthing time of the ship, and the berthing ending time is the departure time;
(6) bulk cargo ships are arranged from left to right along a quay wall line according to a planned sequence;
(7) the wharf has 4 berths which are divided into B1, B2, B3 and B4; the cargo category is M, N; the corresponding relation is as follows: cargo M- -B1, cargo N- -B2, B3, B4;
s2: parameter definition of algorithm model:
the total number of ships arriving at the port within s-24 hours;
l-total quay wall length;
i, j-incoming vessel i, j ═ 1,2, …, s;
h-work machine h ═ 1,2, 3.;
k-on-berthing vessel k ═ 1,2, 3.;
li-a length of vessel i;
Ci-the load capacity (tons) of vessel i;
Ati-ship i arrival time;
Eti-a time of departure of the vessel i;
Ti-loading and unloading operation time of vessel i;
Ei-a vessel i berthing stop position;
Dti-a desired departure time of a ship i;
Sijif ships i and j cross in time, Sij1, otherwise Sij＝0；
Pij-if the berthing positions of ships i and j intersect, then Pij1, otherwise Pij＝0；
RiIf Eti≤DtiThen R isiNot all others except Ri＝1；
S3: the decision variables are listed below:
Si-a vessel i berthing starting location;
Sti-a vessel i berthing time;
Xiif the vessel i is berthing, then Xi1, otherwise Xi＝0；
S4: the heuristic algorithm of the single-row ship and the allocation work is established by referring to ship-row and allocation work rules, and the operation steps are as follows:
(1) sequencing the initial ship: selecting ship information in accordance with a planning period, wherein the ordering rule is that the ship loading capacity is large and the ship enters the anchoring place earlier in ascending order, and the ship number is i;
(2) acquiring information of ships on the 16:00 at the current day in a production management system, wherein the information comprises berthing positions and planned ship opening time;
(3) circularly allocating berths for the input ships, and enabling i to be 1;
(4) judging the cargo type of the ship and determining the berthing range of the ship; according to the corresponding relation, the cargo M enters the corresponding berth B1, and the cargo N corresponds to the berths B2, B3 and B4;
(5) calculating the latest harboring dynamics and berthing time of the ship i; if the anchor entering time is within the harbour entering dynamic range, judging whether the anchor entering time plus 1.5 hours is greater than the harbour entering dynamic ending time, and if the anchor entering time plus 1.5 hours is greater than the harbour entering dynamic ending time, determining the berthing time S of the shiptiDynamic start time +1.5 hours for next entry, otherwise StiThe anchor entering time is +1.5 hours;
(6) calculating the berthing position of the ship;
(7) calculating the start-up time of the ship i;
(8) calculating the mechanical configuration condition;
(9) calculating the latest mechanical operation ending time of the ship i; the numerical value is the maximum value Max of the end time of the matched mechanical work;
(10) calculating the completion time of the ship i; the completion time of the ship i is Max (the latest mechanical work completion time, drainage time);
(11) calculating the ending time of the handling procedure of the ship i, and the corresponding latest departure dynamic state and ship starting time;
(12) recalculating the berthing position, berthing time, mechanical configuration and ending time of the ship with the berthing time later than the berthing time of the ship i; if the berthing time of the ship exceeds 16 points of the planned time period in the recalculated result, the ship i is excluded;
(13) i ═ i +1. If i > the total ship number s, entering the step (14); otherwise, entering the step (4);
(14) according to the operation algorithm of the single ship, the whole ship arranging algorithm model is obtained as follows:
the formula (1) is an optimization target, and the total loading capacity of the berthed ship within one day is required to be maximum;
equation (1) can be normalized as:
the formula (2) is an optimization target, and the sum of the departure delay time of the arriving ships is required to be minimum;
equation (2) is normalized to:
formula (3) is the overall objective function; assuming that the maximum one-day throughput of the wharf is that all ships are all moored, and the minimum throughput is that all ships are not arranged; the maximum departure delay time of each ship is 24h, and the minimum departure delay time is 0; the weight ω 1 is much greater than ω 2;
Si≥0 (4)
the formula (4) is a constraint condition, and the starting positions of all the berthed ships are ensured to be in the shoreline;
Ei≤L (5)
the formula (5) is a constraint condition, and the termination positions of all berthing ships are ensured to be in the shoreline;
(Ei-Sj)·(Si-Ej)·Sij≥0 (6)
the formula (6) is a constraint condition, and the positions of the berthing ships are ensured not to be crossed under the condition that the time is not crossed;
(Eti-Stj)·(Sti-Etj)·Pij≥0 (7)
the formula (7) is a constraint condition, and the time of the berthing ship is ensured not to be crossed under the condition that the positions are not crossed;
(Ei-Si)≥1.2Li (8)
the formula (8) is a constraint condition, and the position vacated by the shoreline is ensured to be more than 1.2 times of the ship length;
Sti-Ati≥0 (9)
the formula (9) is a constraint condition, and the service can be ensured after the ship arrives at the port;
(Eti-Dti)≤Ti (10)
the formula (10) is a constraint condition, and the departure delay time is not more than the operation time of the ship.
2. The intelligent ship arranging algorithm of claim 1, wherein in step S4, the specific method for calculating the berthing position of the ship comprises: calculating the idle position of a berth when the ship is i berthed; the calculation method comprises the following steps: calculating initial mooring codes and stop codes of all ships in the berth of the current ship i berthing time in the berthing range, and the initial berthing codes and the stop codes; the idle range is the distance between two ships, i.e. the idle range is the starting code of the rear ship and the stopping code of the front ship is Sk+1-EkWhile the free range satisfies Sk+1-Ek>1.2LiThat is (E)i-Si)≥1.2Li(ii) a Indicating an idle position greater than 1.2 ship lengths.
3. The intelligent ship arranging algorithm according to claim 1, wherein in step S4, the calculating the start time of the ship i specifically comprises: the start time is berthing time + auxiliary time + Max ((end time of last task of configuration machine + mechanical movement time- (berthing time + auxiliary time)), 0); if the ship is a domestic trade ship, the auxiliary time is 35 min; if the ship is a foreign trade ship, the auxiliary time is 120 min; machine travel time between 2 tasks: the ship loader is 30 minutes, and the door machine is 0.
4. The intelligent rowing algorithm of claim 1, wherein the step S4 of calculating the mechanical configuration is specifically: setting the serial number of a machine as h; calculating a machine h serving the ship i; calculating the operation starting time and the operation ending time of the ship i by the machine h;
calculating the number of machines required by a ship i; the configuration rule is as follows: when the gantry crane is configured, 4 ships with more than 8000 tons are configured, and 3 ships with less than 8000 tons are configured at most; when the ship loader is configured, 2 ship loaders can be configured;
and discharging a mechanical number configured for the ship i, acquiring a past and same condition operation time record from an equipment automation system, and setting a start time, wherein Max (latest end time) is the start time plus the longest operation time recorded before.
5. The intelligent ship arranging algorithm according to claim 1, wherein the step S4 of calculating the ending time of the handling procedure of the ship i, the corresponding latest departure dynamics and the departure time specifically comprises: the procedure end time is Max (latest machine work end time, drain time) + auxiliary time after the latest machine work is ended; if the ending time of the handling procedure is within the departure dynamic range, judging whether the +1.5 hours of the ending time of the handling procedure is greater than the ending time of the latest departure dynamic range, and if so, judging the ship starting time D of the shiptiStart time of next departure dynamic, otherwise DtiThe end time of the procedure.
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