| Inland waterway transportation is an important component of China’s comprehensive transportation system.With the gradual improvement of inland waterway infrastructure,conventional single navigation facilities for water transportation hubs are no longer able to fully meet the navigation blockages caused by continuous multi-level elevation differences in some waterways in the southwest region.Therefore,China plans to build a "ship lock intermediate channel ship lift" composite navigation model for largescale water transportation hub navigation facilities on the Xijiang and Wujiang routes,when ships pass through a large water transportation hub in a composite navigation mode,they first enter a facility,pass through an intermediate channel,and then complete the hub navigation through another navigation facility.At present,large-scale water transportation hub navigation facilities that adopt a composite navigation mode are all in the construction stage,and there is a lack of research on collaborative control schemes for navigation facilities and ship navigation scheduling under the composite navigation mode at home and abroad.This thesis first introduces the green wave control principle in urban road traffic into the multi facility collaborative control of the composite navigation mode,establishes the collaborative control rules of the composite navigation facilities,and analyzes the collaborative control rules of the navigation facilities in combination with the unique intermediate channels of the composite navigation mode.Based on the sliding time window principle in the limited flow algorithm for malicious users in computer networks,a navigation facility scheduling method suitable for composite navigation modes is proposed,and a composite navigation reservation scheduling optimization model suitable for large water transportation hubs is established.The model establishes a two-stage dual objective ship scheduling optimization model with the target of average ship delay and ship scheduling rate,using the estimated sailing time and ship type as input parameters.The first stage of the two-stage model is the continuous shifting of the ship’s lock chamber,calculating the number of locks where the ship is located,the position of the ship in the lock chamber,and the number of locks that can be optimized for scheduling.To solve the first stage model,this article establishes a ship lock chamber gear shifting model through a two-dimensional packing model,and proposes a continuous gear shifting model solving algorithm for the ship lock chamber based on traditional algorithms for solving the two-dimensional packing model.The second stage of the model is a dual objective model for gate scheduling optimization.Based on the maximum number of optimized gates obtained from the upper model,the objective function and constraint function of the gate scheduling optimization model with the minimum average ship delay and scheduling rate are established,and solved using a non dominated sorting genetic algorithm.In order to verify the effectiveness of the model,based on the simulation of the navigation project of Baise Junction using the composite navigation mode,as the hub is not yet open to navigation,the Mersenne twister is used to generate three situations: ships arriving at the gate sparsely,ships arriving at the gate densely,and ships arriving at the gate partially.The ship scheduling optimization model is solved respectively when the time window is 10 minutes and the time window is 20 minutes,and the ship scheduling rate is analyzed,Compare the average delay of ships with the commonly used fixed time navigation mode.The results show that using a two-stage dual objective ship scheduling optimization model based on sliding time windows can effectively reduce the average delay of ships,and reduce the average delay without increasing the scheduling rate of ships too much.It can achieve the goal of "peak shaving and valley leveling" for the composite navigation mode of large water transportation hubs. |
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