CN115600872A - Berth allocation method and system based on ship demand analysis - Google Patents
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Abstract
The invention discloses a berth allocation method and a berth allocation system based on ship demand analysis, which are used for receiving berthing application information of different ships stopping at a port, extracting demand characteristics from the berthing application information and establishing a demand application portrait of each ship based on the demand characteristics of all the ships; determining the number of berths divided by ports and the number of shore bridges configured corresponding to each berth, preliminarily establishing a dynamic scheduling model of each berth according to the berth type and the ship entering queuing principle, modifying a berth object matched with the shore bridges based on shore bridge combined dynamic scheduling operation, and re-optimizing the dynamic scheduling model of each berth according to the redistribution result of the shore bridges; matching the demand application portrait with the optimized dynamic dispatching model, and distributing berths meeting the ship berthing demand for the ship; the invention accelerates the working efficiency of each berth, and ships in a queuing state can enter the berth in advance to carry out cargo loading and unloading operation.
Description
Technical Field
The invention relates to the technical field of port berth distribution, in particular to a berth distribution method and a berth distribution system based on ship demand analysis.
Background
With the continuous improvement of port throughput, the number of ships entering and leaving a port every day is increased day by day, and a high-efficiency and safe port management system needs to be developed urgently.
After the ship arrives at a port, berthing operation may not be performed immediately due to various factors, and arrangement of a dispatching person at the dock is waited at an anchor site. At present, a plurality of ports adopt a first-come first-serve strategy, ships wait in line at an anchor ground according to the port-coming time sequence, and wait for operation in sequence when idle berths exist. The current approach also has the following drawbacks:
and a rated shore bridge is allocated to each ship, if the vacant berth is not in accordance with the specification of the ship to be waited, the ship needs to wait until the berth matched with the size of the ship is vacant, and the shore bridge on the vacant berth is in a standby state, so that the working efficiency of the berth of the whole port is low.
Disclosure of Invention
The invention aims to provide a berth allocation method and a berth allocation system based on ship demand analysis, which aim to solve the technical problem that a rated shore bridge is allocated to each ship in the prior art.
In order to solve the technical problems, the invention specifically provides the following technical scheme:
a berth allocation method based on ship demand analysis comprises the following steps:
step 100, receiving berthing application information of different ships stopping in a port, extracting demand characteristics from the berthing application information, and establishing a demand application portrait of each ship based on the demand characteristics of all the ships;
200, determining the number of berths divided by ports and the number of shore bridges configured corresponding to each berth, preliminarily establishing a dynamic scheduling model of each berth according to the berth type and the ship entering queuing principle, changing a berth object matched with the shore bridges based on shore bridge joint dynamic scheduling operation, and re-optimizing the dynamic scheduling model of each berth according to the redistribution result of the shore bridges;
and 300, matching the demand application portrait with the optimized dynamic scheduling model, and distributing berths meeting the ship berthing demand for the ship.
As a preferred scheme of the present invention, the demand characteristics extracted from the ship berthing application information of the ship include a ship entry time point, a total unloaded cargo amount, a ship departure time point, and a ship size specification;
the demand application portrait is used for setting matching priorities of different demand characteristics when the demand application portrait is matched with the optimized dynamic scheduling model.
As a preferred scheme of the present invention, the number of berths divided into ports is set according to the berth types of the berths, the berth types are divided into discrete berths and continuous berths, the size of the discrete berths is set to be in a fixed state, only one transmission berths in the same time can be stopped on a single berth, and the continuous berths have no fixed size;
at least one fixed shore bridge with rated configuration and at least one dispatching shore bridge with movable configuration to the berth exist on each berth, and the dispatching shore bridge with movable configuration can only be transferred to other berths adjacent to the berth.
As a preferred scheme of the present invention, the implementation manner of initially establishing the dynamic scheduling model of each berth specifically is:
determining a mapping relation between each berth and a shore bridge scheduled to the berth;
according to the ship inbound queuing principle and the established demand application portrait, determining the distribution relation between each berth and the ship, and calculating the occupied time and the idle time of each berth to form a dynamic scheduling model with the use schedule of each berth, the berth specification size and the distributed shore bridge.
As a preferred scheme of the present invention, an implementation manner of determining a mapping relationship between each berth and a shore bridge matched to the berth is as follows:
determining a first mapping relation between each berth and a shore bridge in rated configuration based on the number of berths divided by ports and the number of shore bridges;
and determining the number of corresponding shore bridges under the maximum working efficiency of each berth according to the specification size of each berth, calculating the shore bridges capable of being movably scheduled to the berth, revising the first mapping relation based on the movably scheduled shore bridges, and obtaining a second mapping relation between each berth and the corresponding total shore bridge.
As a preferred scheme of the present invention, the shore bridge of each berth can only be moved to the berth object adjacent to the berth for use, and the initially established dynamic scheduling model calculates the use schedule of the berth with the working efficiency of the shore bridge in the working state of each berth in rated configuration;
and the optimized dynamic scheduling model is used for updating the occupation duration and the idle duration of each berth in real time according to a use schedule of the berth under the condition that the number of the shore bridges exceeds the rated configuration amount and the berth has the actively configured shore bridge combined work.
As a preferred scheme of the present invention, the implementation manner of updating the occupied duration and the idle duration of each parking space in real time is as follows:
updating a use time table according to a fixed time interval, and determining the used berth and the unoccupied idle berth by taking the updated use time table as a criterion;
determining the number of shore bridges corresponding to the used berths under the maximum working efficiency according to the specification size of the used berths adjacent to the unoccupied idle berths;
and (3) dispatching the activity of the shore bridge on the unoccupied idle berth to the used berth, and calculating the working efficiency of the berth by combining the total amount of the shore bridge so as to update the occupied duration and the idle duration of the dynamic dispatching model of each berth.
As a preferred scheme of the invention, when matching a demand application portrait with an optimized dynamic scheduling model, screening a using time table corresponding to each berth by taking the extracted demand characteristics as reference parameters, and allocating berths to the ship, the specific implementation method comprises the following steps:
obtaining the dimension specification of a ship entering a port and being parked, and selecting a berth meeting the dimension of the ship from all berths;
taking the time point of the ship entering the port as a second screening condition, and screening the berth with the idle starting point of the idle time not later than the time point of the ship entering the port from the berth screened at the first time for the second time;
and taking the total amount of the unloaded goods as a third screening condition, and screening the berths with the total workload meeting the total amount of the unloaded goods within the idle time from the berths screened twice for three times.
As a preferred scheme of the invention, when the workload in the idle time of the secondarily screened berth can not meet the total amount of unloaded goods, the number of shore bridges which can be movably dispatched to the berth is determined according to the specification and the size of the berth, and whether an overlapping section exists between the idle time of the adjacent berth and the idle time of the berth is judged;
if the current berth exists, transferring to the current berth according to the shore bridge which can be provided by the adjacent berth;
and comprehensively calculating the workload corresponding to the working efficiency of the shore bridge of the berth in rated configuration and the workload corresponding to the total working efficiency of the shore bridge of the berth after active dispatching, calculating the total workload of the berth in idle time, and correspondingly allocating the berth to the ship if the total workload meets the total amount of unloaded goods, otherwise, enabling the ship to enter a queuing state.
If not, the ship enters a queuing state.
In order to solve the above technical problems, the present invention further provides the following technical solutions: a berth distribution system of a berth distribution method based on ship demand analysis comprises the following steps:
the berth shore bridge dispatching module is used for allocating a rated shore bridge and a shore bridge capable of being movably dispatched to each berth and establishing a movable mapping relation between the berths and the shore bridges;
the berthing characteristic information module is used for extracting berthing application information of each ship according to a queuing principle and extracting requirement characteristics of each ship;
the berth dynamic self-adjusting module is used for determining a dynamic scheduling model of each berth based on the berth application information and updating the dynamic scheduling model by utilizing the movable mapping relation of each berth;
and the berth distribution module is used for comparing the demand characteristics of each ship with the dynamic scheduling model of the berth dynamic self-adjusting module and screening berths meeting the requirements of port stop time and the total amount of unloaded goods in idle time.
Compared with the prior art, the invention has the following beneficial effects:
the invention mainly establishes the distribution relation between the berths and the ship according to the specification and the size of the berths and the rated scheduling relation between the berths and the shore bridge, obtains the use timetable of each berth firstly, then uses the free movable scheduling of the shore bridge as an analysis condition, uses the adjacent scheduling operation of the shore bridge and the berth as an analysis condition, updates the use timetable of each berth, accelerates the working efficiency of each berth, and the ship in a queuing state can enter the berth in advance to carry out cargo loading and unloading operation.
Meanwhile, the invention fully utilizes the vacant time of each berth, improves the working efficiency of the berth in the vacant time through the centralized bank bridge scheduling and the combined work of the bank bridge, fully utilizes each berth, reduces the waste of the berth space of the port and improves the loading and unloading working efficiency of the port.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below. It should be apparent that the drawings in the following description are merely exemplary, and that other embodiments can be derived from the drawings provided by those of ordinary skill in the art without inventive effort.
Fig. 1 is a schematic flowchart of a berth allocation method according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a discrete docking system provided in accordance with an embodiment of the present invention;
FIG. 3 is a schematic diagram of a continuous berthing system according to an embodiment of the present invention;
fig. 4 is a block diagram of a berth allocation system according to an embodiment of the present invention.
The reference numerals in the drawings denote the following, respectively:
the system comprises a berth shore bridge scheduling module 1, a berth characteristic information module 2, a berth dynamic self-adjusting module 3 and a berth distribution module 4.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
As shown in fig. 1, the present invention provides a berth allocation method based on ship demand analysis, including the following steps:
the first step is as follows: receiving ship berthing application information of different ships stopping in a port, extracting demand characteristics from the ship berthing application information, and establishing a demand application portrait of each ship based on the demand characteristics of all the ships.
The demand characteristics extracted from the ship berthing application information of the ship include a ship entry time point, a total amount of unloaded cargo, a ship departure time point, and a ship size specification.
The demand application portrait is used for setting matching priorities of different demand characteristics when the demand application portrait is matched with the optimized dynamic scheduling model.
It should be noted that, in the present embodiment, the departure time point of the ship in the mooring application information is the latest departure time point, and the actual departure time of the ship cannot be later than the departure time point of the ship, that is, if the unloading efficiency of the ship at the port is high, the work of unloading the total amount of cargos is completed between the departure time points of the ship, so that the ship can depart from the port in advance before the departure time point of the ship, so as to reduce the problem of port blockage and ensure the highest work efficiency of each berth at the port.
The second step is that: determining the number of berths divided by ports and the number of shore bridges configured corresponding to each berth, preliminarily establishing a dynamic scheduling model of each berth according to berth types and a ship entering queuing principle, modifying a berth object matched with a shore bridge based on shore bridge combined dynamic scheduling operation, and re-optimizing the dynamic scheduling model of each berth according to a redistribution result of the shore bridge;
the number of the berths divided by the port is set according to the berth types of the berths, the berth types are divided into discrete berths and continuous berths, the size of the discrete berths is set to be in a fixed state, only one transmission berth can be borne on a single berth in the same time, and the continuous berths have no fixed size.
In a practical port, discrete berthing refers to dividing the quay line into several sections, each section being called a berth. Only one vessel can be serviced at a single berth at the same time as shown in fig. 2.
In the continuous berth, the wharf has no obvious berth boundary line, and the ship can berth at any position meeting physical constraints, as shown in fig. 3, the continuous berth has higher flexibility and decision complexity, and in practice, the acceptable decision precision is usually selected to perform discretization processing on the space coordinate.
At least one fixed shore bridge with rated configuration and at least one scheduling shore bridge with active configuration to the berth exist on each berth, and the scheduling shore bridge with active configuration can only be transferred to other berths adjacent to the berth.
The embodiment provides a berth distribution mode with high quay crane distribution flexibility, and the quay crane corresponding to each berth is freely allocated to the adjacent berth to work under the condition of maximum working efficiency, so that the requirements of discrete berths and continuous berths can be met.
After the shore bridge is allocated to different ships, the scheduling of the shore bridge between different berths is generated. In the embodiment, when one berth is in an idle state, the quay crane distributed by the berth can be freely transferred to the berth adjacent to the berth and occupied for use according to the requirement, so that the working efficiency of each berth can be improved, and the time for entering and queuing of the ship is reduced.
Preferably, in the present embodiment, when the dynamic scheduling model for each berth is established, a demand application image formed from demand characteristics of ships queued for entry is received, and the dynamic scheduling model for each berth is determined based on the demand application image and the shore bridge of the rated configuration for each berth.
Therefore, in the second step, the implementation manner of initially establishing the dynamic scheduling model of each berth is specifically as follows:
(1) Determining a mapping relation between each berth and a shore bridge scheduled to the berth;
(2) Determining the distribution relation between each berth and the ship according to the ship harboring queuing principle and the established demand application portrait;
for discrete berths, determining berths allocated to the ship according to the ship size specification in the demand application representation, and sequentially determining ship information correspondingly allocated to the berths of different specifications based on a queuing principle and the berth specification;
for discrete berthing, the position allocated to the ship is determined according to the residual length of the current port berthing position, and the allocation position of each ship is determined in turn based on the queuing principle.
(3) And calculating the occupation time and the idle time of each berth to form a dynamic scheduling model with a use schedule of each berth, berth specification size and the distributed shore bridge.
Because each berth has an occupied state and an idle state, the shore bridge distributed to the berth in the idle state can be freely and dynamically scheduled according to the above, so that the shore bridge is transferred to the adjacent berth in the occupied state for use, the working efficiency of the berth in the occupied state is improved, the ships distributed to the berth and in the queuing state can be loaded and unloaded in advance, and the working efficiency of the whole port is improved.
Therefore, in this embodiment, the determination of the mapping relationship between each berth and the shore bridge matched to the berth is divided into two stages, the first stage is the work stage of determining each dynamic scheduling model for initialization, and the second stage is the update stage of the berth with an occupied state and an idle state.
Therefore, in this embodiment, the mapping relationship between each berth and the shore bridge scheduled to the berth is determined as follows:
and determining a first mapping relation between each berth and the shore bridge in rated configuration based on the number of the berths divided by the port and the number of the shore bridges, wherein the first mapping relation is established in the first stage.
And determining the number of corresponding shore bridges under the maximum working efficiency of each berth according to the specification size of each berth, calculating the shore bridges capable of being movably scheduled to the berth, revising the first mapping relation based on the movably scheduled shore bridges to obtain a second mapping relation between each berth and the corresponding total shore bridge, and establishing the second mapping relation at the second stage.
It should be added that the shore bridge of each berth can only be moved to the berth object adjacent to the berth for use, and the primarily established dynamic scheduling model calculates the use schedule of the berth with the working efficiency of the shore bridge in the working state of each berth rated configuration.
The optimized dynamic scheduling model is that the number of the berths of the shore bridges exceeds the rated configuration amount, and the berths have a use schedule under the working condition of the actively configured shore bridge combination, so that the occupied duration and the idle duration of each berth are updated in real time.
After a second mapping relationship is established between each berth and the corresponding total quay bridges (namely, the quay bridges in rated configuration and the quay bridges in active scheduling), the working efficiency of the berth is changed, and the use schedule corresponding to each berth is also changed, so that the berth nodes of the ships corresponding to each berth and the berth nodes of the ships which are queuing and stopping at the moment need to be updated.
It should be noted that, when a berth is converted from an idle state to a working state, the shore bridge corresponding to the berth and configured in a rated manner needs to return to a fixedly matched berth for working.
Therefore, in the embodiment, the use schedule corresponding to each berth is changed in real time, and due to the flexible scheduling work of the shore bridge, the working efficiency of the whole berth system can be improved, and the queuing waiting time of the ship is reduced with the maximized working efficiency.
Based on the above, the implementation manner of updating the occupied duration and the idle duration of each parking space in real time in this embodiment is as follows:
(1) Updating a using time table according to a fixed time interval, and determining the used berth and unoccupied idle berth by taking the updated using time table as a criterion;
(2) Determining the number of shore bridges corresponding to the used berths under the maximum working efficiency according to the specification size of the used berths adjacent to the unoccupied idle berths;
(3) And (3) dispatching the activity of the shore bridge on the unoccupied idle berth to the used berth, and calculating the working efficiency of the berth by combining the total amount of the shore bridge so as to update the occupied duration and the idle duration of the dynamic dispatching model of each berth.
The third step: and matching the demand application portrait with the optimized dynamic dispatching model, and distributing berths meeting the ship berthing demand for the ship.
When the demand application portrait is matched with the optimized dynamic dispatching model, the extracted demand characteristics are used as reference parameters to screen a use schedule corresponding to each berth, and the berth is allocated to the ship, and the specific implementation method comprises the following steps:
(1) obtaining the dimension specification of a ship entering a port and being parked, and selecting a berth meeting the dimension of the ship from all berths;
(2) and taking the time point of the ship entering the port as a second screening condition, and screening the berths with the idle starting point not later than the time point of the ship entering the port from the berths screened at the first time for the second time.
(3) And taking the total amount of the unloaded goods as a third screening condition, and screening the berths with the total workload meeting the total amount of the unloaded goods within the idle time from the berths screened twice for three times.
In particular, in the case of discrete berths, the distribution of berths can be completed only by the steps (1) and (2) described above in the case of no ship delay.
In contrast, in the case of the continuous berth, since the forming state of the berth is a free state and the size of the berth is not fixed, it is necessary to distribute the berth to the ship not only to satisfy the size of the ship but also to satisfy the conditions of the above steps (1), (2) and (3).
Preferably, as the berth has the shore bridge in the rated configuration and the shore bridge in the active scheduling configuration, when the workload of the berth in the idle duration cannot satisfy the total amount of unloaded goods, it is further required to determine that the idle shore bridge does not exist in the adjacent berth in the idle duration of the berth, if the idle shore bridge exists, the shore bridge can be scheduled to the current berth for use, the total amount of the dynamically scheduled shore bridge and the shore bridge in the rated configuration and the total work efficiency are integrated, and then it is determined that the workload of the berth in the idle duration cannot satisfy the total amount of unloaded goods.
When the workload in the idle time of the berth for the secondary screening cannot meet the total unloading goods, determining the number of shore bridges capable of being movably dispatched to the berth according to the specification size of the berth, and judging whether the idle time of the adjacent berth and the idle time of the berth have an overlapping section or not;
if the current berth exists, transferring to the current berth according to the shore bridge which can be provided by the adjacent berth;
and comprehensively calculating the workload corresponding to the working efficiency of the shore bridge of the berth in rated configuration and the workload corresponding to the total working efficiency of the shore bridge of the berth after active dispatching, calculating the total workload of the berth in idle time, and correspondingly allocating the berth to the ship if the total workload meets the total amount of unloaded goods, otherwise, enabling the ship to enter a queuing state.
If not, the ship enters a queuing state.
Therefore, for the continuous berthing, the working efficiency of each temporarily formed berth can be improved to the maximum extent, and the working efficiency of each formed berth is improved under the condition of not influencing the berthing time points set by other ships, so that the requirements of ships with different specifications and sizes are met.
In addition, based on the berth allocation method for the ship demand analysis, the invention also provides a berth allocation system based on the ship demand analysis, as shown in fig. 4, comprising: the system comprises a berth shore bridge scheduling module 1, a berth characteristic information module 2, a berth dynamic self-adjusting module 3 and a berth distribution module 4.
The berth quay crane dispatching module 1 is used for allocating a rated quay crane and a quay crane capable of being movably dispatched to each berth and establishing a movable mapping relation between the berths and the quay bridges;
the berthing characteristic information module 2 is used for extracting berthing application information of each ship according to a queuing principle and extracting requirement characteristics of each ship;
the berth dynamic self-adjusting module 3 determines a dynamic scheduling model of each berth based on the berth application information, and updates the dynamic scheduling model by utilizing the movable mapping relation of each berth;
the berth distribution module 4 compares the demand characteristics of each ship with the dynamic scheduling model of the berth dynamic self-regulating module 3, and screens out berths which meet the requirements of port stopping time and the total amount of unloaded goods in idle time.
In the embodiment, the distribution relation between the berths and the ship and the rated scheduling relation between the berths and the shore bridge are mainly established according to the specification and the size of the berths, the use time table of each berth is obtained firstly, then the free movable scheduling of the shore bridge is taken as an analysis condition, the adjacent scheduling operation of the shore bridge and the berth is taken as an analysis condition, the use time table of each berth is updated, the working efficiency of each berth is accelerated, and the ship in a queuing state can enter the berth in advance to carry out cargo loading and unloading operation.
Meanwhile, the embodiment fully utilizes the vacant time of each berth, improves the working efficiency of the berth in the vacant time through the centralized bank bridge scheduling and the combined work of the bank bridge, fully utilizes each berth, reduces the waste of the berth space of the port and improves the loading and unloading working efficiency of the port.
The above embodiments are only exemplary embodiments of the present application, and are not intended to limit the present application, and the protection scope of the present application is defined by the claims. Various modifications and equivalents may be made by those skilled in the art within the spirit and scope of the present application and such modifications and equivalents should also be considered to be within the scope of the present application.
Claims (10)
1. A berth allocation method based on ship demand analysis is characterized by comprising the following steps:
step 100, receiving berthing application information of different ships stopping in a port, extracting demand characteristics from the berthing application information, and establishing a demand application portrait of each ship based on the demand characteristics of all the ships;
200, determining the number of berths divided by ports and the number of shore bridges configured corresponding to each berth, preliminarily establishing a dynamic scheduling model of each berth according to berth types and a ship entering queuing principle, changing a berth object matched with each shore bridge based on shore bridge joint dynamic scheduling operation, and re-optimizing the dynamic scheduling model of each berth according to a redistribution result of the shore bridge;
and 300, matching the demand application portrait with the optimized dynamic scheduling model, and distributing berths meeting the ship berthing demand for the ship.
2. The berth allocation method based on ship demand analysis according to claim 1,
the demand characteristics extracted from the ship berthing application information of the ship comprise a ship berthing time point, a total unloaded cargo amount, a ship departure time point and a ship size specification;
the demand application portrait is used for setting matching priorities of different demand characteristics when the demand application portrait is matched with the optimized dynamic scheduling model.
3. The berth allocation method based on ship demand analysis according to claim 1,
setting the number of berths divided by ports according to the berth types of the berths, wherein the berth types are divided into discrete berths and continuous berths, the size of the discrete berths is set to be in a fixed state, only one transmission berth can be carried out on a single berth in the same time, and the continuous berths have no fixed size;
at least one fixed shore bridge with rated configuration and at least one scheduling shore bridge with active configuration to the berth exist on each berth, and the scheduling shore bridge with active configuration can only be transferred to other berths adjacent to the berth.
4. The berth allocation method based on ship demand analysis according to claim 1,
the implementation mode for initially establishing the dynamic scheduling model of each berth specifically comprises the following steps:
determining a mapping relation between each berth and a shore bridge scheduled to the berth;
according to the ship inbound queuing principle and the established demand application portrait, determining the distribution relation between each berth and the ship, and calculating the occupation duration and the idle duration of each berth to form a dynamic scheduling model with a use schedule of each berth, berth specification and size and a distributed shore bridge.
5. The berth allocation method based on ship demand analysis according to claim 4,
the implementation manner of determining the mapping relationship between each berth and the shore bridge matched to the berth is as follows:
determining a first mapping relation between each berth and a shore bridge in rated configuration based on the number of berths divided by ports and the number of shore bridges;
and determining the number of corresponding shore bridges under the maximum working efficiency of each berth according to the specification size of each berth, calculating the shore bridges capable of being movably scheduled to the berth, revising the first mapping relation based on the movably scheduled shore bridges, and obtaining a second mapping relation between each berth and the corresponding total shore bridge.
6. The berth allocation method based on ship demand analysis according to claim 5,
the shore bridge of each berth can only be moved to a berth object adjacent to the berth for use, and the initially established dynamic scheduling model calculates a use schedule of the berth according to the working efficiency of each berth in a rated configuration of the shore bridge in a working state;
and the optimized dynamic scheduling model is used for updating the occupation duration and the idle duration of each berth in real time according to a use schedule of the berth under the condition that the number of the shore bridges exceeds the rated configuration amount and the berth has the actively configured shore bridge combined work.
7. The berth allocation method based on ship demand analysis according to claim 6,
the implementation mode for updating the occupied time and the idle time of each berth in real time is as follows:
updating a using time table according to a fixed time interval, and determining the used berth and unoccupied idle berth by taking the updated using time table as a criterion;
determining the number of shore bridges corresponding to the used berths under the maximum working efficiency according to the specification size of the used berths adjacent to the unoccupied idle berths;
and (3) dispatching the activity of the shore bridge on the unoccupied idle berth to the used berth, and calculating the working efficiency of the berth by combining the total amount of the shore bridge so as to update the occupied duration and the idle duration of the dynamic dispatching model of each berth.
8. The berth allocation method based on ship demand analysis according to claim 7,
when the demand application portrait is matched with the optimized dynamic dispatching model, the extracted demand characteristics are used as reference parameters to screen a use schedule corresponding to each berth, and the berth is allocated to the ship, and the specific implementation method comprises the following steps:
obtaining the dimension specification of a ship entering a port and being parked, and selecting a berth meeting the dimension of the ship from all berths;
taking the time point of the ship entering the port as a second screening condition, and screening the berth with the idle starting point of the idle time not later than the time point of the ship entering the port from the berth screened at the first time for the second time;
and taking the total amount of the unloaded goods as a third screening condition, and screening the berths with the total workload meeting the total amount of the unloaded goods within the idle time from the berths screened twice for three times.
9. The berth allocation method based on ship demand analysis according to claim 8,
when the workload in the idle time of the secondarily screened berth can not meet the total unloading amount of goods, determining the number of shore bridges which can be movably dispatched to the berth according to the specification size of the berth, and firstly judging whether the idle time of the adjacent berth and the idle time of the berth have an overlapping section;
if the current berth exists, transferring to the current berth according to the shore bridge which can be provided by the adjacent berth;
and comprehensively calculating the workload corresponding to the working efficiency of the shore bridge of the berth in rated configuration and the workload corresponding to the total working efficiency of the shore bridge of the berth after active dispatching, calculating the total workload of the berth in idle time, and correspondingly allocating the berth to the ship if the total workload meets the total amount of unloaded goods, otherwise, enabling the ship to enter a queuing state.
If not, the ship enters a queuing state.
10. A berth allocation system based on the berth allocation method for ship demand analysis according to any one of claims 1 to 9, comprising:
the berth quay crane dispatching module (1) is used for allocating a rated quay crane and a quay crane capable of being movably dispatched to each berth and establishing a movable mapping relation between the berths and the quay bridges;
the berthing characteristic information module (2) is used for extracting berthing application information of each ship according to a queuing principle and extracting requirement characteristics of each ship;
the berth dynamic self-adjusting module (3) determines a dynamic scheduling model of each berth based on berth application information, and updates the dynamic scheduling model by utilizing the movable mapping relation of each berth;
and the berth distribution module (4) is used for comparing the demand characteristics of each ship with the dynamic scheduling model of the berth dynamic self-regulating module (3) and screening out berths which meet the requirements of port stopping time and meet the total amount of unloaded goods in idle time.
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