Horizontal transportation equipment scheduling method for barge operation of automatic container wharf

Abstract

The invention provides a horizontal transportation equipment scheduling method for automatic container wharf barge operation, which comprises the following steps of: setting two channel planning requirements of the limit turning radius of an IGV (Intensity Guiding Vehicle) and the distance safety between the IGV and a quay crane, and when a corresponding barge stop channel and a corresponding barge shift channel both meet the two channel planning requirements, determining that the corresponding barge stop channel and the corresponding barge shift channel meet the two channel planning requirements; the corresponding barge stop channel and the barge shift-up channel are allowed to be dispatched; the IGVs which are not allowed to shift are dispatched to a barge stop channel through path planning for temporary stop, and when an idle lane exists below the quay crane, the IGVs which are allowed to shift are dispatched to a barge shift channel through path planning for shift; and according to the IGV task arrangement, the designated IGV located in the barge stop channel travels to the barge upshift channel after path planning, and the designated IGV located in the barge upshift channel travels to the barge stop channel after path planning. According to the method, the dispatching balance degree and the ship loading and unloading operation efficiency of the IGV upshift channel for automatic container wharf barge operation are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of automated container terminal equipment scheduling and control, and in particular to a method for scheduling horizontal transport equipment for automated container terminal barge operations. Background Art

[0002] In recent years, automated terminals have been a new trend and a new fashion in the construction and renovation of various container terminals. Currently, there are as many as 30 automated container terminals under construction or already under construction, most of which are automated terminals based on shore container cranes (hereinafter referred to as quay cranes). Therefore, in order to effectively improve the overall production efficiency of the port, speeding up the operating efficiency of shore container cranes is also a top priority of port construction.

[0003] In the current barge operation process of the automated container terminal, since the barge upshift channel supports multiple IGV vehicles to select and the upshift conditions are not met at the channel, the dispatcher fails to allow the upshift within the scheduled time. The IGV vehicle will automatically trigger a detour under the quay crane, but the detour will occupy the IGV vehicle resources and the number of IGV vehicles allocated to the quay crane for a long time. At the same time, the IGV vehicles of multiple quay cranes detour under the bridge, which increases the complexity of the front traffic flow and greatly affects the barge operation efficiency. With the increase in the number of barges operating at the same time, the use of IGV vehicles also increases, and the complexity of the front traffic also increases. While reducing the utilization rate of the IGV vehicle, it is very easy to cause the quay crane to be idle waiting for the IGV vehicle, which greatly reduces the operation efficiency of the barge.

[0004] Among the existing patents related to automated terminal channels, the patent with application number CN202210274648.2 provides a ground lock station dynamic scheduling method considering the ART front and rear buffer zones; the patent with application number 202110976082.3 provides a ground lock station intelligent dynamic layout method considering the front and rear buffer zones; the patent with application number CN202111046881.7 provides a ground lock station system for a fully automated container terminal; the above patents are all only for the disassembly and assembly of lock pins for large container ships, namely liner ships, and only provide a method for setting up buffer lock stations and improving the efficiency of disassembly and assembly lock pin operations, without considering the barge operation conditions. Therefore, in order to improve the production efficiency of quay crane loading and unloading ships and the utilization rate of IGV, it is urgent to develop a horizontal transportation equipment scheduling method suitable for barge operations at automated container terminals.

[0005] In the prior art, there are great differences between container ships and barges in the operation process. For example, in order to ensure the safety of container ships during transportation, the containers must be effectively tied during transportation, and the tying between containers mainly relies on locking pins, which connect the upper and lower containers into a whole. Therefore, after the container ship arrives at the port, the quay crane needs to disassemble and assemble the container locking pins during loading and unloading operations. At present, the process scheme for disassembling and assembling the locks of a single-trolley quay crane is that the quay crane / rail crane puts the container on the IGV vehicle, and then proceeds to the next disassembly and assembly process. Therefore, for container ships, it is applied to the disassembly and assembly lock operation conditions of the ground lock station, and an operation mode that must stop. Since the barge does not have a condition where the container needs to stop for disassembly and assembly locks due to the locking pins during the operation, it does not need to stop during the operation. During the loading and unloading process, container ships have import and export ship maps, which are used as the basis for container import and export operations. During the unloading process, the quay crane needs to reach the operating position, scan the ship map, check the actual operation map and the system map, and make map corrections. During the loading process, there is a certain strict operation sequence. The dispatching of containers that meet the physical dependence will assign tasks to the quay crane. The dispatching of containers that do not meet the loading conditions will not assign tasks to the quay crane; while barges do not have ship maps, they only need to activate the loading and unloading instructions, and the dispatching will assign tasks to the quay crane according to the current loading and unloading sequence of the quay crane. Therefore, the horizontal transportation equipment scheduling method for barge operations is generally difficult to learn from the equipment collaborative scheduling method of container ships. Summary of the invention

[0006] In view of this, it is necessary to propose a horizontal transportation equipment scheduling method for automated container terminal barge operations to address the above problems, so as to overcome several shortcomings of the above background technology and solve the following technical problems:

[0007] How to improve the scheduling balance of the IGV vehicle upshift channel for automated container terminal barge operations and the efficiency of port loading and unloading operations.

[0008] To achieve the above object, the present invention adopts the following technical solutions:

[0009] The present invention proposes a horizontal transport equipment scheduling method for barge operations in an automated container terminal, which is applied to an automated container terminal with a yard, an IGV driving operation area and a quay crane. The IGV driving operation area is located between the front side of the coastline and the yard. The IGV driving operation area includes a first IGV channel area, a second IGV channel area and a third IGV channel area which are arranged in sequence from near to far from the front side of the coastline. The third IGV channel area is adjacent to the yard. The second IGV channel area includes a plurality of IGV aisles that allow IGV vehicles to shuttle between the first IGV channel area and the third IGV channel area. The IGV aisle is used to lock containers on the vehicle when it needs to stop. IGV vehicles that stop for barge operations, IGV vehicles that stop for temporary suspension of barge operations, IGV vehicles that pass through to perform barge operations, or IGV vehicles that end barge operations; the automated container terminal also includes a TOS system and a vehicle management system VMS; the TOS system dynamically determines the use of each IGV aisle, so that the second IGV channel area forms a number of barge stop channels formed by the IGV aisle changing its use and a number of barge loading channels formed by the IGV aisle changing its use, the vehicle management system VMS is used to dispatch IGV vehicles, the TOS system is connected in communication with the vehicle management system VMS, and the horizontal transportation equipment dispatching method includes the following steps performed in sequence:

[0010] S1, set two channel planning requirements, namely, the maximum turning radius of the IGV vehicle and the safe distance between the IGV vehicle and the offshore crane. When the corresponding barge stop channel and the barge upper shift channel meet the two channel planning requirements, the corresponding barge stop channel and the barge upper shift channel are allowed to be dispatched;

[0011] S2, after path planning, the IGV vehicles that are not allowed to shift up are dispatched to the barge stop channel for temporary stop. When there is an idle lane under the quay crane, the IGV vehicles that are allowed to shift up are dispatched to the barge shift channel for shifting up after path planning;

[0012] S3, according to the task arrangement of the IGV vehicle, the designated IGV vehicle located at the barge stop channel is driven to the barge stop channel after path planning, and the designated IGV vehicle located at the barge stop channel is driven to the barge stop channel after path planning.

[0013] Furthermore, in S2, when the IGV vehicle meets the upshift operation conditions, it plans a path to reach the target quay crane and releases the IGV aisle currently passing through; if the barge stop channel cannot be selected or the task is terminated after the barge stop channel has been selected, the IGV vehicle re-plans the path according to the task after receiving a new task; if the IGV vehicle receives a task to go to the quay crane again in the third IGV channel area, the IGV vehicle re-plans the path to the barge upshift channel.

[0014] Furthermore, in S2, the barge shifting channel corresponding to the real-time operating efficiency of the quay crane being lower than a set threshold is the priority barge shifting channel, and the IGV vehicle that is allowed to shift up is preferentially dispatched to the priority barge shifting channel.

[0015] Furthermore, the real-time operating efficiency of the quay crane includes set efficiency, real-time efficiency and efficiency cycle; the set efficiency is a manually set value; the real-time efficiency is the current operating efficiency of the quay crane; the efficiency cycle refers to the operation of the quay crane operation line at the set target efficiency within a certain time period;

[0016] In S2, the real-time efficiency is compared with the set efficiency, and a decision is made whether to catch up in the current time period. When the real-time efficiency of the quay crane operation is lower than the set efficiency, it is judged that the quay crane of the operation line needs to catch up in the current period, and the vehicle management system VMS gives priority to sending IGV vehicles to the quay crane of the operation line; if the real-time efficiency of the quay crane operation is higher than the set efficiency, it is judged that the quay crane of the operation line does not need to catch up in the current period, and the vehicle management system VMS will reduce the demand for IGV dispatch according to the quay crane operation conditions of other operation lines, and give priority to dispatching IGV vehicles to the quay cranes that do not meet the set efficiency.

[0017] Furthermore, the control process of the vehicle management system VMS giving priority to dispatching IGV vehicles to the quay crane of the operation line includes the following steps executed in sequence:

[0018] S21, calculate the handling demand MOVE of each operation line according to the decision cycle;

[0019] S22, arrange the yard plan of the established tasks by IGV aisle; the established tasks are the clear dispatching tasks, i.e., the tasks of unloading containers from the yard of container ship, the tasks of loading containers on the vehicle, the tasks of transferring containers on the vehicle, the tasks of collecting containers at the gate, the tasks of loading containers on the barge, and the tasks of transferring containers from the yard;

[0020] S23, inserting or setting tasks into the yard operation plan, and adjusting the conflicting plans, thereby generating a new yard operation plan;

[0021] S24, generating an IGV dispatch plan.

[0022] Furthermore, in S2 and S3, the IGV vehicle path planning is performed by using the minimum cost maximum matching model. The minimum cost maximum matching model is established by the following steps executed in sequence:

[0023] Step 1: Define the vertices in the model graph;

[0024] Step 2: Define the directed edges in the model graph;

[0025] Step 3: Establish variables, objective function and constraints.

[0026] Furthermore, step 1 includes the following sub-steps executed in sequence:

[0027] Step 1.1), define the task class vertex; the task includes tasks to be decided, possible charging tasks and model virtual tasks; the model virtual task is used to provide a path for the IGV vehicle that does not match the task or charging task to finally connect to the Sink point;

[0028] Step 1.2), define the IGV vehicle vertex; the IGV vehicle vertex includes the position and time of being released into an empty vehicle;

[0029] Step 1.3), define the Source vertex and the Sink vertex;

[0030] Step 1.4), define the location class vertex; the location class vertex represents the traffic road location in the yard.

[0031] Furthermore, step 2 includes the following sub-steps executed in sequence:

[0032] Step 2.1), point a single Source vertex to all horizontal transport mechanical vertices, and the Cost value is 0;

[0033] Step 2.2), point all task class vertices to a single Sink vertex, and the Cost value is 0;

[0034] Step 2.3), if there is a connected path that allows IGV a to take on task b, then there is a directed edge from a to b between a and b, and the Cost value is the time required for the shortest path from a's Free position to the starting position of task b;

[0035] Step 2.4), calculation: estimate the static matrix between the vertices of the reference position class; Cost value = estimated time required from the Free position of IGV vertex a to the only adjacent position vertex c + time required from the adjacent position vertex d of the starting position of task b to the starting position of task b + time required for the shortest path between position vertex c and position vertex d; if there are multiple adjacent position points c and d, then retain the points c and d that make the Cost value of the directed edge the smallest.

[0036] Furthermore, in the path planning process, the IGV path for avoiding obstacles is replanned according to the prohibited information and obstacles; the minimum cost maximum matching model is a minimum path maximum flow model;

[0037] The process of re-planning the IGV vehicle path for avoidance is as follows:

[0038] When the vehicle management system VMS reports that there is a no-driving zone ahead, the IGV vehicle determines whether there is a new path to reach the destination. If it is judged to be negative, the IGV vehicle stops in front of the no-driving zone and waits for the no-driving zone to be lifted before continuing to pass. If it is judged to be positive, the following is executed: the minimum path maximum flow model is re-called, and new position class vertices are added on this basis, and a new optimal path is re-planned to reach the destination operation position, thereby improving the operating efficiency of the quay crane.

[0039] The present invention further proposes a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, the steps of the horizontal transportation equipment scheduling method for automated container terminal barge operations as described in any of the above items are implemented.

[0040] The beneficial effects of the present invention are:

[0041] The present invention improves the dispatching balance of the IGV vehicle upshift channel of the automated container terminal barge operation and the port loading and unloading operation efficiency; the present invention makes the barge operation mode more flexible, and while focusing on high efficiency, it speeds up the return of the IGV vehicle, reduces the travel distance of the IGV vehicle, reduces the loss of electric energy, and reduces the number of charging times of the IGV vehicle, which is not only energy-saving and environmentally friendly, but also improves the effective utilization rate of the IGV vehicle; the present invention improves the production efficiency of port loading and unloading operations and the utilization rate of the IGV vehicle, while reducing the complexity of the first IGV channel area (i.e., the front operating area); it can also dynamically adjust the IGV aisle of the first IGV channel area according to the barge operation requirements, adopt a channel stop mode, reduce the detour of the IGV vehicle at the front, improve the utilization rate of the IGV vehicle equipment, and alleviate the front The congestion of the IGV vehicle traffic flow and the quay crane operation lane is reduced, while focusing on high efficiency, the utilization rate and energy saving rate of the IGV vehicle in the fully automated terminal are also taken into account; the present invention adds a channel stop function to make the barge operation mode more flexible, while ensuring the high efficiency of the barge operation, it speeds up the return of the IGV vehicle, reduces the travel distance of the IGV vehicle, reduces the loss of port electricity, and reduces the number of charging times of the IGV vehicle. It is not only energy-saving and environmentally friendly, but also improves the rational use of the IGV vehicle. At the same time, it effectively alleviates the complex road conditions caused by multiple IGV vehicles detouring at the front, and avoids the situation where the IGV vehicle cannot drive in time to release the idle operation lane (referred to as QCTP) at the bottom of the quay crane due to the IGV vehicle walking in front. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 This is a work flow chart of the horizontal transportation equipment scheduling method for automated container terminal barge operations in Example 1 of the present invention;

[0043] Figure 2It is a working principle diagram of the minimum cost maximum matching model involved in the present invention;

[0044] Figure 3 A specific workflow diagram of the present invention for replanning the IGV vehicle path for avoiding obstacles according to prohibited information;

[0045] Figure 4 A top view of the layout of the IGV driving operation area and the storage yard in the automated container terminal according to the present invention;

[0046] Figure 5 A top view of the layout of the second IGV channel area of ​​the present invention;

[0047] Figure 6 It is a specific work flow chart of the horizontal transportation equipment scheduling method for automated container terminal barge operation in Example 2 of the present invention;

[0048] Figure 7 A specific workflow diagram of the IGV vehicle acquiring and allocating a barge stop channel in Example 2 of the present invention;

[0049] First IGV channel area 1; second IGV channel area 2; third IGV channel area 3; yard 4; IGV vehicle yard dispatch lane 5; IGV aisle 21; safety booth 8; safety island serial number sign 6; reflective column 7; IGV guide sign 9. DETAILED DESCRIPTION

[0050] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be further clearly and completely described in combination with the embodiments of the present invention. It should be noted that the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0051] It should be understood that the directions or positional relationships indicated by terms such as "upper", "lower", "front", "back", "left", and "right" are based on the directions or positional relationships shown in the accompanying drawings and are only for the convenience of describing the present invention and simplifying the description. They do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, they should not be understood as limitations on the present invention.

[0052] The terms "first", "second", "third", "fourth", etc. are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the definition of "first", "second", "third", "fourth" features may explicitly or implicitly include one or more of the features.

[0053] Example 1

[0054] like Figure 1 , Figure 4 As shown:

[0055] The present embodiment proposes a horizontal transportation equipment scheduling method for barge operations in an automated container terminal, which is applied to an automated container terminal with a yard 4, an IGV driving operation area and a quay crane. The IGV driving operation area is located between the front side of the coastline and the yard 4. The IGV driving operation area includes a first IGV channel area 1, a second IGV channel area 2 and a third IGV channel area 3 which are arranged in sequence from near to far from the front side of the coastline. The third IGV channel area 3 is adjacent to the yard 4. The second IGV channel area 2 includes a plurality of IGV aisles 21 for IGV vehicles to shuttle between the first IGV channel area 1 and the third IGV channel area 3. The IGV aisles 21 are used to lock containers on the vehicles when they need to stop. The IGV vehicle that is cancelled, the IGV vehicle that stops to suspend the barge operation, the IGV vehicle that passes to the barge operation or the IGV vehicle that ends the barge operation; the automated container terminal also includes a TOS system and a vehicle management system VMS; the TOS system dynamically determines the purpose of each IGV aisle 21, so that the second IGV channel area 2 forms a plurality of barge stop channels formed by the IGV aisle 21 changing its purpose and a plurality of barge transfer channels formed by the IGV aisle 21 changing its purpose, the vehicle management system VMS is used to dispatch the IGV vehicle, the TOS system is in communication with the vehicle management system VMS, and is characterized in that the horizontal transportation equipment dispatching method includes the following steps executed in sequence:

[0056] S1, set two channel planning requirements, namely, the maximum turning radius of the IGV vehicle and the safe distance between the IGV vehicle and the offshore crane. When the corresponding barge stop channel and the barge upper shift channel meet the two channel planning requirements, the corresponding barge stop channel and the barge upper shift channel are allowed to be dispatched;

[0057] S2, after path planning, the IGV vehicles that are not allowed to shift up are dispatched to the barge stop channel for temporary stop. When there is an idle lane under the quay crane, the IGV vehicles that are allowed to shift up are dispatched to the barge shift channel for shifting up after path planning;

[0058] S3, according to the task arrangement of the IGV vehicle, the designated IGV vehicle located at the barge stop channel is driven to the barge stop channel after path planning, and the designated IGV vehicle located at the barge stop channel is driven to the barge stop channel after path planning.

[0059] Further optimized, in S2, when the IGV vehicle meets the upshift operation conditions, it plans a path to reach the target quay crane and releases the IGV aisle currently passing through; if the barge stop channel cannot be selected or the task is terminated after the barge stop channel has been selected, the IGV vehicle re-plans the path according to the task after receiving the new task; if the IGV vehicle receives a task to go to the quay crane again in the third IGV channel area 3, the IGV vehicle re-plans the path to the barge upshift channel.

[0060] Further optimized, in S2, the barge upshift channel corresponding to the quay crane whose real-time operating efficiency is lower than a set threshold is the priority barge upshift channel, and the IGV vehicle allowed to upshift is preferentially dispatched to the priority barge upshift channel.

[0061] Further optimized, the real-time operating efficiency of the quay crane includes set efficiency, real-time efficiency and efficiency cycle; the set efficiency is a manually set value; the real-time efficiency is the current operating efficiency of the quay crane; the efficiency cycle refers to the operation of the quay crane operation line at the set target efficiency within a certain time period;

[0062] In S2, the real-time efficiency is compared with the set efficiency, and a decision is made whether to catch up in the current time period. When the real-time efficiency of the quay crane operation is lower than the set efficiency, it is judged that the quay crane of the operation line needs to catch up in the current period, and the vehicle management system VMS gives priority to sending IGV vehicles to the quay crane of the operation line; if the real-time efficiency of the quay crane operation is higher than the set efficiency, it is judged that the quay crane of the operation line does not need to catch up in the current period, and the vehicle management system VMS will reduce the demand for IGV dispatch according to the quay crane operation conditions of other operation lines, and give priority to dispatching IGV vehicles to the quay cranes that do not meet the set efficiency.

[0063] Further optimized, the control process of the vehicle management system VMS giving priority to dispatching IGV vehicles to the quay crane of the operation line includes the following steps executed in sequence:

[0064] S21, calculate the handling demand MOVE of each operation line according to the decision cycle;

[0065] S22, arrange the yard plan of the established tasks by IGV aisle; the established tasks are the clear dispatching tasks, i.e., the tasks of unloading containers from the container yard, the tasks of loading containers on the vehicle, the tasks of transferring containers on the vehicle, the tasks of collecting containers at the gate, the tasks of loading containers on the barge, and the tasks of unloading containers from the container yard; specifically, the established tasks are the combination of several tasks in this section, and the established tasks are planned tasks;

[0066] S23, inserting or setting tasks into the yard operation plan, and adjusting the conflicting plans, thereby generating a new yard operation plan;

[0067] S24, generating an IGV dispatch plan.

[0068] Further optimization, such as Figure 1-Figure 2 As shown: In S2 and S3, the IGV vehicle path planning is performed through the minimum cost maximum matching model. The process of establishing the minimum cost maximum matching model is as follows:

[0069] Step 1: Define the vertices in the model graph;

[0070] Step 2: Define the directed edges in the model graph;

[0071] Step 3: Establish variables, objective function and constraints.

[0072] Further optimization, such as Figure 1-Figure 2 As shown: Step 1 of the process of establishing the minimum cost maximum matching model includes the following sub-steps executed in sequence:

[0073] Step 1.1), define the task class vertex; the task includes tasks to be decided, possible charging tasks and model virtual tasks; the model virtual task is used to provide a path for the IGV vehicle that does not match the task or charging task to finally connect to the Sink point;

[0074] Step 1.2), define the IGV vehicle vertex; the IGV vehicle vertex includes the position and time of releasing into an empty vehicle; specifically, the position and time of releasing into an empty vehicle is the position and time when the IGV is released into an empty vehicle, i.e., when the IGV has no task;

[0075] Step 1.3), define the Source vertex and the Sink vertex; specifically, the minimum cost maximum matching model involves the following two algorithms: 1. Minimum path algorithm: oDijkstra algorithm: This is a greedy algorithm for solving the single-source shortest path problem. It gradually determines the shortest path from the source node to all other nodes by continuously expanding the shortest path tree. This is one of the classic algorithms for dealing with the shortest path problem; 2. Maximum flow algorithm: oFord-Fulkerson method: This is an iterative algorithm for solving the maximum flow problem. It increases the flow in the network by continuously finding augmenting paths (i.e., paths from the source point to the sink point that can increase the flow). , until no more augmenting paths can be found; Ford-Fulkerson method is a framework, and specific implementations may include Edmonds-Karp algorithm (using BFS to find augmenting paths), etc.; Maximum flow algorithms (such as Ford-Fulkerson method and its variants such as Edmonds-Karp algorithm) are designed for network flow problems with source points and sink points; The goal of these algorithms is to find the maximum flow from the source point to the sink point while satisfying the capacity limit of each edge; In this process, the source point (i.e. Source vertex) is the starting point of the flow, and the sink point (i.e. Sink vertex) is the end point of the flow;

[0076] Step 1.4), define the position class vertices; the position class vertices are represented as the traffic road positions within the yard 4; specifically, the traffic road positions within the yard 4 include lane intersections, safety islands for loading and unloading lock pins, etc., which do not appear in the model and are only used to estimate the time associated with the horizontal transport machinery response task.

[0077] Specifically, an algorithm is provided to plan the optimal path from the optimal dispatch plan of IGV through the minimum path maximum flow model, in which the model consists of model graph vertices, directed edges and variables, objective functions and constraints, such as Figure 2 The figure shows the spatial distance that the IGV needs to move from receiving a task to the next task. In addition, the vehicle selection process also considers the matching between multiple vehicles and multiple tasks, and coordinates the resource allocation between various ships or operation routes.

[0078] The vertices are respectively the task class vertices, which are used to calculate the starting position and the recommended planned start time of the currently received task of the IGV vehicle; the horizontal transport machinery class vertex is used to represent the position and time of the IGV vehicle from having a task to being released (free) as an empty vehicle; the source vertex and the sink vertex are used for the starting point and end point of the model graph; the position class vertex represents the relevant position in the yard, such as the lane intersection, the safety island for loading and unloading lock pins, etc. This vertex does not appear in the model and is only used to estimate the time related to the horizontal transport machinery response task; according to the above vertices, starting from the starting position source vertex, select a minimum path maximum flow to reach the sink vertex;

[0079] The directed edge in the model graph is: If there is a connected path and other feasibility conditions, so that the IGV car is allowed to take on task b from task a, there is a directed edge from a to b between a and b, and the weight of the directed edge is recorded as the time cost paid by the position vertex for the empty car to move; among them, a single source vertex points to all horizontal transport machinery vertices with cost = 0, that is, the horizontal transport machinery vertex is the source vertex, and the time cost of the IGV after being released as an empty car is 0, and all task-class vertices point to a single sink vertex with cost = 0, that is, the task-class vertex is the source vertex, and the time cost of the IGV from receiving the task to the end point of the model is 0; if there is a connected path and other feasibility conditions, so that IGVa is allowed to take on task b, there is a directed edge from a to b between a and b, that is, there is a directed edge from IGVa from the idle state to receiving task b. At this time, it is necessary to calculate the time required for the shortest path from the free position of IGVa with cost value to the starting position of task b;

[0080] Cost = estimated time required from the Free position of IGV vertex a to the only adjacent position vertex c + time required from the adjacent position vertex d of the starting position of task b to the starting position of task b + time required for the shortest path between position vertex c and position vertex d. The estimation needs to refer to the static matrix between position vertices. If there are multiple adjacent position points c and d, keep the points c and d that minimize the cost value of the directed edge.

[0081] Further optimization, such as Figure 1-Figure 2 As shown: Step 2 includes the following sub-steps executed in sequence:

[0082] Step 2.1), point a single Source vertex to all horizontal transport machinery vertices, and the Cost value (i.e., the Cost value refers to the unit flow cost of each edge) is 0;

[0083] Step 2.2), point all task class vertices to a single Sink vertex, and the Cost value is 0;

[0084] Step 2.3), if there is a connected path that allows IGV a to take on task b, then there is a directed edge from a to b between a and b, and the Cost value is the time required for the shortest path from a's Free position to the starting position of task b;

[0085] Step 2.4), calculation: estimate the static matrix between the vertices of the reference position class; Cost value = estimated time required from the Free position of the IGV vehicle vertex a to the only adjacent position vertex c + time required from the adjacent position vertex d of the starting position of task b to the starting position of task b + time required for the shortest path between position vertex c and position vertex d; if there are multiple adjacent positions c and d, then retain the c and d points that make the Cost value of the directed edge the smallest.

[0086] Specifically, according to the definition of minimum cost, the weight of the edge is recorded as the time cost of an empty car moving between position vertices.

[0087] Further optimization, such as Figure 1 , Figure 3 As shown: in the path planning process, the IGV vehicle path for avoiding obstacles is replanned according to the prohibited information and obstacles; the minimum cost maximum matching model is specifically a minimum path maximum flow model;

[0088] The process of re-planning the IGV vehicle path for avoidance is as follows:

[0089] When the vehicle management system VMS reports that there is a no-driving zone ahead, the IGV vehicle determines whether there is a new path to reach the destination. If it is judged to be negative, the IGV vehicle stops before driving to the no-driving zone and waits for the no-driving zone to be lifted to continue passing. If it is judged to be positive, the following is executed: the minimum path maximum flow model is re-called, and new position class vertices are added on this basis, and a new optimal path is re-planned to reach the destination operation position, thereby improving the operating efficiency of the quay crane; the present invention re-plans the route according to the no-driving information and obstacles, further improving the scheduling balance of the IGV vehicle upshift channel of the automated container terminal barge operation and the quay crane operation efficiency.

[0090] Specifically, Figure 3As shown, when there is an obstacle in front, a certain IGV vehicle fails or personnel enter or leave the site, the terminal manager will operate the no-go zone on the GUI map; when the terminal manager confirms that the corresponding information of the no-go zone has been completed, the GUI map will feed back the no-go zone information and number to the VMS system, and the no-go zone will take effect. The VMS system locks the area, that is, defines a new position class vertex in the minimum path maximum flow model and sends a no-go information to all IGV vehicles in the fleet; finally, when the IGV vehicle reaches a certain node, it determines whether a new path can be re-planned. Number 1 is the IGV vehicle, number 2 is the optimal path planned by the minimum path maximum flow model, number 3 is the no-go zone number, that is, IGV vehicles are prohibited from passing within this range, and number 4 is the new optimal path after re-calling the minimum path maximum flow model; according to the no-go zone information, it includes the width and height of the no-go zone to indicate the size of the no-go zone, and the effective type is divided into an immediate no-go zone and a delayed no-go zone, among which the immediate The no-travel zone operation takes effect immediately after a successful operation, and IGV vehicles cannot pass through the no-travel zone; IGV vehicles in the no-travel zone (including IGV vehicles that cannot re-plan the route) are suspended and can only move again after the ban is lifted; after the delayed no-travel zone operation is successful, only the no-travel zone area is displayed but it is not effective. At this time, IGV vehicles in the no-travel zone will continue to drive (including IGV vehicles that cannot re-plan the route), and other IGV vehicles are not allowed to enter. After all IGV vehicles have left the area, the ban will take effect; according to the re-planned path, when the VMS system feedbacks that there is a no-travel zone ahead, the IGV vehicle determines whether there is a new path to reach the destination. If there is no new path, the IGV vehicle stops before the no-travel zone and waits for the no-travel zone to be lifted to continue passing. If there are other paths to reach the destination, the minimum path maximum flow model is re-called, and new position class vertices are added on this basis, and a new optimal path is re-planned to reach the operating position to improve the efficiency of the quay crane operation.

[0091] Further optimization, such as Figure 1 , Figure 3 As shown, step three includes the following sub-steps executed in sequence:

[0092] Step 3.1), define the flow of directed edge e between vertices a and b in the graph as variable X e ;

[0093] Define the objective function: Min(coef_late,coef_EmptyMoving)*(weighted total task delay, horizontal transport machinery empty vehicle moving time)T;

[0094] Step 3.2), for the directed edge e between the IGV vertex a1 and the task vertex b1, first execute step i: i, the total weighted task delay time = ∑(coef_job*Max(free time of machine a1+cost value corresponding to edge e-planned start time of b1, 0)*X e ), then execute step ii: ii, weighted empty driving time = ∑(coef_EmptyMoving*(edge ​​e corresponding to Cost value)*xe);

[0095] Step 3.3), Constraint: Execute steps [I], [II], and [III] in sequence:

[0096] Step [I]: The sum of the flows into a single vertex a is equal to the sum of the flows out of that vertex a:

[0097] ∑e = *, axe =∑e = a, * xe Formula (1)

[0098] Step [II], partial order constraint: If task a is a predecessor task of task b, then for task a, the edge e connecting the task class vertex corresponding to task b and the sink vertex a 、e b , there is X ea >=X eb ;

[0099] In step [III], when selecting vehicles, we will consider allocating horizontal transport machinery in different proportions according to different types of tasks, such as from different QCs, especially when the number of tasks is greater than the number of horizontal transport machinery to be selected; at this time, we first calculate the upper and lower bounds of the horizontal transport machinery required for each type of task, and add upper and lower bound constraints to the sum of the variables corresponding to the directed edges between the task class vertex and the sink vertex of each task.

[0100] Specifically, this embodiment adds the set efficiency, real-time efficiency and efficiency cycle of the quay crane on the basis of the existing technology; the set efficiency is a manually set value, and the real-time efficiency is the current operating efficiency of the quay crane; the efficiency cycle refers to the operation of the operation line at the set target efficiency within a certain cycle time, and the real-time efficiency is compared with the set efficiency, and a decision is made whether to catch up in the current cycle. When the real-time efficiency of the quay crane operation is lower than the set efficiency, it is decided that it needs to catch up in the current cycle, and the VMS system will give priority to sending IGV vehicles to the quay crane of this operation line. If the real-time efficiency of the quay crane operation is higher than the set efficiency, it is decided that it does not need to catch up in the current cycle. The VMS system will reduce the demand for dispatching IGV vehicles according to the operation conditions of the quay cranes of other operation lines, and give priority to dispatching IGV vehicles to quay cranes that do not meet the set efficiency.

[0101] Specifically, this embodiment is a lane application request from the side of the yard 4 to the front side, rather than simply the direction of the front side, and this embodiment adds a request in judgment basis. When the upshift condition is met, the lane is applied for upshift. When the upshift condition is not met, a stay channel is applied to wait for the channel to be idle. This not only effectively reduces the return time of the IGV vehicle, but also effectively improves the utilization efficiency of the lane by the quay crane.

[0102] Specifically, the channel stop function involved in this embodiment is to increase the efficiency of loading and unloading containers from the ship side to the shore side, and ultimately it is also an operating condition that requires the IGV to perform loading and unloading operations from the channel to the bottom of the bridge.

[0103] Specifically, this embodiment will assign the next task to the IGV vehicle based on the mechanical parameters and status information, as well as the task information with a partial order relationship given by the overall scheduling, that is, the process of the IGV vehicle from receiving the vehicle dispatch demand to path planning to the destination location operation; this embodiment establishes a minimum cost maximum matching model, which not only ensures the execution efficiency of the task to be executed, but also takes into account the operation cost, in order to ensure that the horizontal transport mechanical IGV vehicle should have as little idle moving distance as possible; the vehicle selection process of this embodiment takes into account the mutual matching between multiple vehicles and multiple tasks, and will coordinate the resource allocation between each ship or each operation route. The vehicle selection process adopts the minimum cost maximum flow model, which has real-time decision-making and configurability.

[0104] Further optimized, in order to facilitate the dispatch of IGV vehicles, the yard 4 is divided into N sub-yards (for example Figure 4 AA yard, BA yard as shown), a number of IGV vehicle yard dispatching lanes 5 are provided between the sub-yards (such as Figure 4 shown).

[0105] Further optimized, a safety island is provided between two adjacent IGV aisles 21; a safety booth 8, a safety island serial number sign 6 and / or a reflective column 7 are provided on the safety island; an IGV guide sign 9 is provided on the road surface of the IGV aisle 21; specifically, Figure 5 As shown, the IGV aisles marked 007-008 are all barge staging channels for allowing IGV vehicles to pass from the third IGV channel area 3 to the first IGV channel area 1; the IGV aisles marked 008-009 are barge staging channels for allowing IGV vehicles to pass from the first IGV channel area 1 to the third IGV channel area 3; the IGV aisles marked 006-007 are barge stop channels for IGV vehicles to temporarily stop in preparation for entering the next IGV channel area.

[0106] The present embodiment is a horizontal transport equipment scheduling method for automated container terminal barge operations. In view of the defects of existing automated terminal barge operations, the IGV vehicle automatically departs and detours under the quay crane, resulting in long-term occupation of IGV vehicle resources and allocation of the IGV vehicle allocation number of the quay crane, and adds a barge channel stop function, improves operation efficiency, and ensures the rational use of equipment operations. At the same time, the execution process of the IGV vehicle staying in the barge channel effectively alleviates the complex road conditions caused by multiple IGV vehicles detouring at the front, and avoids the situation where the IGV vehicle cannot release the QCTP in time due to the IGV vehicle walking in front during the process of releasing the QCTP under the bridge;

[0107] A horizontal transport equipment scheduling method for automated container terminal barge operations in this embodiment makes the barge operation mode more flexible, and while focusing on high efficiency, it speeds up the return of IGV vehicles, reduces the travel distance of IGV vehicles, reduces the loss of electricity, and reduces the number of charging times of IGV vehicles, which is not only energy-saving and environmentally friendly, but also improves the effective utilization rate of IGV vehicles; overcomes the shortcomings of the above-mentioned background technology, responds to the national energy-saving and environmental protection policies, improves the production efficiency of port loading and unloading operations and the utilization rate of IGV vehicles, and reduces the complexity of the first IGV channel area (i.e., the front operation area); it can also dynamically adjust the IGV aisle in the first IGV channel area according to the barge operation needs, adopt a channel stop method, reduce the detour of IGV vehicles at the front, improve the utilization rate of IGV vehicle equipment, and alleviate the congestion of the front IGV vehicle traffic flow and the quay crane operation lane. While focusing on high efficiency, it also takes into account the utilization rate and energy saving rate of IGV vehicles in the fully automated terminal.

[0108] Example 2

[0109] Embodiment 2 is a further optimized design of Embodiment 1;

[0110] like Figure 1-Figure 7 As shown:

[0111] Furthermore, the method further includes the following steps (after S3 is completed, S4 is executed):

[0112] S4, IGV vehicle distributes QCTP and arrives at the bottom of the bridge for operation.

[0113] Furthermore, the barge shift channel is a channel through which the IGV vehicle can directly enter the working lane under the bridge for operation, and the barge stop channel is only used for the temporary stop of the IGV vehicle, not for the IGV vehicle to directly shift up. Therefore, no matter when the dispatcher can only assign the IGV vehicle to apply for the barge shift channel first. When the IGV vehicle on the barge shifts up near the barge shift channel, it will request in. When the dispatcher does not allow shifting up, the IGV vehicle will try to select the barge stop channel for temporary stop; request in is used to determine whether the conditions for going to the working lane under the shore bridge are met. When there is an idle lane under the bridge, request in is passed and shifting is allowed, otherwise it is not allowed.

[0114] Further, such as Figure 6 As shown, the opening of the IGV aisle is verified by considering the turning radius of the IGV vehicle and the fact that the IGV aisle does not affect the quay crane operation after turning out. The distance for opening the IGV aisle is set to be greater than a threshold value (preferably 20 meters) from the center of the quay crane. When the requirements for opening the IGV aisle are not met, it is not allowed to be opened, and a prompt is given that "this IGV aisle is x meters away from the quay crane operation, which is less than the set value of 20 meters"; due to the limitation of the turning radius of the IGV vehicle, the IGV vehicle can smoothly turn out of the channel when the opening IGV aisle is at least 20 meters away from the center of the quay crane. Therefore, the IGV aisle opening rule is that the opening channel distance is greater than 20 meters from the center of the quay crane.

[0115] Furthermore, the upper condition of the barge is that there is a free working lane (hereinafter referred to as QCTP) at the bottom of the bridge. Generally, the lane is divided into 6 lanes at the front, of which lanes 1, 3, and 5 are working lanes, and lanes 2, 4, and 6 are passing lanes. The working lanes can be used for passing occasionally, but the passing lanes do not allow quay crane operations. Therefore, there are generally three QCTPs for the quay crane, that is, only three IGVs can operate at the bottom of the bridge at the same time.

[0116] Furthermore, due to the uncertainty of barge berthing, the barge channel needs to be dynamically adjusted. At this time, according to the dynamic adjustment of the barge upper channel and the barge stop channel, the IGV vehicle is required to apply for the upper channel and the stop channel during the loading and unloading operation; Figure 7 As shown in the figure, during the loading and unloading process, the dispatcher sends IGVs to the quay cranes according to the quay crane operation efficiency, quay crane setting efficiency, and IGV busyness, and then pre-allocates the barge stop channel according to the distance between the IGV and the barge shift lane, the IGV request in judgment logic relationship, the number of IGVs, and the IGV estimated arrival time. At the same time, when the IGVs staying in the stop channel meet the container ship operation shift conditions, the vehicle management system VMS receives the shift permission from the dispatcher and automatically plans the path to the bottom operation lane of the quay crane, and releases the barge stop channel;

[0117] Furthermore, the specific implementation of step S2 is as follows:

[0118] S201, according to the current operating task efficiency and set efficiency of the target quay crane, combined with the current busy operation of the IGV vehicle, the target quay crane obtains an indefinite number of IGV vehicles and plans a path to the upper channel of the barge, and determines the estimated arrival time of the IGV vehicle at the channel;

[0119] S202, since the barge shift channel supports multiple IGV vehicles to be selected, the IGV vehicles that pre-select the current channel are queued according to the estimated arrival time of the IGV vehicles. At this time, the destination of the IGV vehicles is the barge shift channel;

[0120] S203, obtain the current logical position of the IGV vehicle and the order of loading and unloading the IGV vehicle, meet the basic request in shifting rules, and pre-allocate the barge stop channel; when the IGV vehicle for barge operation arrives near the channel, request in is made; if the IGV vehicle meets the shifting conditions, it directly shifts to the bottom of the bridge for operation; if the IGV vehicle does not meet the shifting conditions, the IGV vehicle tries to select the barge stop channel for temporary stop; according to the number of barge stop channels opened, the occupancy of the stop channels, and whether the optimal planning path conditions are met, the stop channel pre-allocation is completed;

[0121] S204, when the pre-allocation is completed, the destination of the IGV vehicle is changed from the barge staging channel to the barge stay channel, and a path to the barge stay channel is planned to obtain an estimated arrival time. At this time, the barge stay channel is occupied by the IGV vehicle;

[0122] S205, when the IGV vehicle arrives at the barge stop channel, it stops temporarily until the IGV vehicle meets the upshift operation conditions, plans a path to reach the target quay crane, and releases the current channel;

[0123] Furthermore, in S2, the specific selection process of the barge stop channel is:

[0124] S2001, the IGV on the barge plans a path and requests in after arriving near the channel. If the dispatcher does not allow the IGV to shift up, the IGV attempts to select the stop channel for temporary parking;

[0125] S2002, IGV vehicles need to select a stop channel within a certain range. The distance range can be configured and is currently configured to 500 meters;

[0126] S2003, if the IGV vehicle fails to select the barge stop channel or the task is terminated after the barge stop channel is selected, the IGV vehicle re-plans the path according to the task after receiving the new task. If the IGV vehicle receives the task to go to the quay crane again in the second IGV channel area, the IGV vehicle re-plans the path to the barge stop channel and re-performs step S2001; if the IGV vehicle still receives the task to go to the non-quay crane in the second IGV channel area, the path to the target location is re-planned according to the destination of the IGV vehicle;

[0127] S2004, the IGV vehicle fails to select the barge stop channel or the path of the selected barge stop channel is cleared. Since the barge stop channel previously applied for by the IGV vehicle has been released, when replanning the path, the upshift condition is met when the IGV vehicle generates the path, and the IGV vehicle has been allocated QCTP. At this time, the IGV vehicle directly plans the path to the QCTP and is allowed to use the barge stop channel; when the IGV vehicle generates the path, if the IGV vehicle does not meet the upshift condition and fails to allocate QCTP, the IGV vehicle has already requested in, so the IGV vehicle defaults to directly planning the nearest barge upshift channel or barge stop channel.

[0128] Further, in step S4, the IGV car allocates QCTP and arrives at the bottom of the bridge for operation, which can be roughly divided into three situations:

[0129] In case 1, the IGV vehicle applies for the upper gear channel on the barge and selects the upper QCTP in the request in stage. At this time, the IGV vehicle can directly pass through the upper gear channel without stopping to reach the target quay crane QCTP position for operation;

[0130] Case 2: The IGV applies for the barge stop channel and does not select QCTP in the request in stage. At this time, the IGV pre-allocates the barge stop channel. After the pre-allocation is completed, the IGV's destination is changed to the barge stop channel and it is parked and waiting for release. After the QCTP is allocated, the IGV plans to go to the target quay crane QCTP position for operation.

[0131] Case three, the IGV vehicle applies for the barge upshift channel, and does not choose to go to QCTP in the request in stage, and is not allocated to the barge stay channel in the pre-allocation stage of the IGV vehicle for the barge stay channel. At this time, the IGV vehicle directly passes through the barge upshift channel without stopping and makes a detour. When it re-exits the first IGV channel area (i.e., the front operation area) and applies for the barge upshift channel, steps S1-S3 are repeated in sequence until the IGV vehicle is allocated to QCTP and reaches the bottom of the bridge for operation.

[0132] Furthermore, when the IGV arrives at the barge stop channel, the IGV occupies the channel. At this time, the following situations may occur and the IGV needs to leave the stop channel and be released:

[0133] In case (1), the IGV has a quay crane mission and is assigned a QCTP. At this time, the IGV plans a route to the QCTP.

[0134] Case (2): After the IGV mission is terminated, the IGV receives a non-quay crane mission again, and the IGV replans the path to leave the stop channel;

[0135] In case (3), after the IGV task is terminated, if the IGV vehicle has no task, the IGV vehicle will stay in the stop channel until it receives a new task.

[0136] Furthermore, after the IGV plans a path to the barge stop channel and makes a request in, once the dispatcher assigns the IGV to select the barge stop channel, the channel is considered occupied regardless of whether a path is generated; a barge stop channel can only be occupied by one IGV at a time; the release criteria for the barge stop channel after being occupied are as follows: the channel is released when the IGV generates a complete exit from the lock area of ​​the channel; the barge stop channel is released when the IGV is not in the barge stop channel and the path to the barge stop channel is cleared;

[0137] Example 3

[0138] This embodiment proposes a computer-readable storage medium, which stores a computer program, and is characterized in that: when the computer program is executed by a processor, it implements the steps of the horizontal transportation equipment scheduling method for automated container terminal barge operations as described in any one of the technical solutions in Example 1 or Example 2.

[0139] The above-mentioned embodiments only express several implementation methods of the present invention, and the description thereof is relatively specific and detailed, but it cannot be understood as limiting the scope of the patent of the present invention. It should be pointed out that, for ordinary technicians in this field, several variations and improvements can be made without departing from the concept of the present invention, which all belong to the protection scope of the present invention. Therefore, the protection scope of the patent of the present invention shall be subject to the attached claims.

Claims

1. A method for dispatching horizontal transport equipment for barge operation in an automated container terminal, which is applied to an automated container terminal with a yard, an IGV driving operation area and a quay crane, wherein the IGV driving operation area is located between the front side of the coastline and the yard, and the IGV driving operation area includes a first IGV passage area, a second IGV passage area and a third IGV passage area which are arranged in sequence from near to far from the front side of the coastline, and the third IGV passage area is adjacent to the yard, and the second IGV passage area includes a plurality of IGV aisles for IGV vehicles to shuttle between the first IGV passage area and the third IGV passage area, and the IGV aisles are used for vehicles that need to stop on the IGV vehicles for locking containers, IGV vehicles for stopping to suspend barge operations, IGV vehicles for going to barge operations or IGV vehicles for ending barge operations; the automated container terminal also includes a TOS system and a vehicle management system VMS; the TOS system dynamically determines the purpose of each IGV aisle, so that the second IGV channel area forms a number of barge stop channels formed by the IGV aisle changing its purpose and a number of barge loading channels formed by the IGV aisle changing its purpose. The vehicle management system VMS is used to dispatch IGV vehicles. The TOS system is in communication with the vehicle management system VMS, and is characterized in that, The horizontal transport equipment scheduling method comprises the following steps performed in sequence: S1, set two channel planning requirements, namely, the maximum turning radius of the IGV vehicle and the safe distance between the IGV vehicle and the offshore crane. When the corresponding barge stop channel and the barge upper shift channel meet the two channel planning requirements, the corresponding barge stop channel and the barge upper shift channel are allowed to be dispatched; S2, after path planning, the IGV vehicles that are not allowed to shift up are dispatched to the barge stop channel for temporary stop. When there is an idle lane under the quay crane, the IGV vehicles that are allowed to shift up are dispatched to the barge shift channel for shifting up after path planning; S3, according to the task arrangement of the IGV vehicle, the designated IGV vehicle located at the barge stop channel is driven to the barge stop channel after path planning, and the designated IGV vehicle located at the barge stop channel is driven to the barge stop channel after path planning.

2. The method for dispatching horizontal transportation equipment for automated container terminal barge operations according to claim 1, characterized in that: In S2, when the IGV vehicle meets the upshift operation conditions, it plans a path to reach the target quay crane and releases the IGV aisle currently passing through; if the barge stop channel cannot be selected or the task is terminated after the barge stop channel has been selected, the IGV vehicle will re-plan the path according to the task after receiving a new task; if the IGV vehicle receives a task to go to the quay crane again in the third IGV channel area, the IGV vehicle will re-plan the path to the barge upshift channel.

3. The method for dispatching horizontal transportation equipment for automated container terminal barge operations according to claim 2, characterized in that: In S2, the barge upshift channel corresponding to the quay crane whose real-time operating efficiency is lower than a set threshold is the priority barge upshift channel, and the IGV vehicle allowed to upshift is preferentially dispatched to the priority barge upshift channel.

4. The method for dispatching horizontal transportation equipment for automated container terminal barge operations according to claim 3, characterized in that: The real-time operating efficiency of the quay crane includes the set efficiency, real-time efficiency and efficiency cycle; the set efficiency is the manually set value; the real-time efficiency is the current operating efficiency of the quay crane; The efficiency cycle refers to the operation of the quay crane operation line at the set target efficiency within a certain period of time; In S2, the real-time efficiency is compared with the set efficiency, and a decision is made whether to catch up in the current time period. When the real-time efficiency of the quay crane operation is lower than the set efficiency, it is judged that the quay crane of the operation line needs to catch up in the current period, and the vehicle management system VMS gives priority to sending IGV vehicles to the quay crane of the operation line; if the real-time efficiency of the quay crane operation is higher than the set efficiency, it is judged that the quay crane of the operation line does not need to catch up in the current period, and the vehicle management system VMS will reduce the demand for IGV dispatch according to the quay crane operation conditions of other operation lines, and give priority to dispatching IGV vehicles to the quay cranes that do not meet the set efficiency.

5. The method for dispatching horizontal transportation equipment for automated container terminal barge operations according to claim 4, characterized in that: The control process of the vehicle management system VMS giving priority to dispatching IGV vehicles to the quay crane of the operation line includes the following steps executed in sequence: S21, calculate the handling demand MOVE of each operation line according to the decision cycle; S22, arrange the yard plan of the established tasks by IGV aisle; the established tasks are the clear dispatching tasks, i.e., the tasks of unloading containers from the yard of container ship, the tasks of loading containers on the vehicle, the tasks of transferring containers on the vehicle, the tasks of collecting containers at the gate, the tasks of loading containers on the barge, and the tasks of transferring containers from the yard; S23, inserting or setting tasks into the yard operation plan, and adjusting the conflicting plans, thereby generating a new yard operation plan; S24, generating an IGV dispatch plan.

6. The method for dispatching horizontal transportation equipment for automated container terminal barge operations according to any one of claims 1 to 5, characterized in that: In S2 and S3, the IGV vehicle path planning is performed through a minimum cost maximum matching model. The minimum cost maximum matching model is established by the following steps: Step 1: Define the vertices in the model graph; Step 2: Define the directed edges in the model graph; Step 3: Establish variables, objective function and constraints.

7. The method for dispatching horizontal transportation equipment for automated container terminal barge operations according to claim 6, characterized in that: Step 1 includes the following sub-steps executed in order: Step 1.1), define the task class vertex; the task includes tasks to be decided, possible charging tasks and model virtual tasks; the model virtual task is used to provide a path for the IGV vehicle that does not match the task or charging task to finally connect to the Sink point; Step 1.2), define the IGV vehicle vertex; the IGV vehicle vertex includes the position and time of being released into an empty vehicle; Step 1.3), define the Source vertex and the Sink vertex; Step 1.4), define the location class vertex; the location class vertex represents the traffic road location in the yard.

8. The method for dispatching horizontal transportation equipment for automated container terminal barge operations according to claim 7, characterized in that: Step 2 includes the following sub-steps executed in sequence: Step 2.1), point a single Source vertex to all horizontal transport machinery vertices, and the Cost value is 0; Step 2.2), point all task class vertices to a single Sink vertex, and the Cost value is 0; Step 2.3), if there is a connected path that allows IGV a to take on task b, then there is a directed edge from a to b between a and b, and the Cost value is the time required for the shortest path from a's Free position to the starting position of task b; Step 2.4), calculation: estimate the static matrix between the vertices of the reference position class; Cost value = estimated time required from the Free position of IGV vertex a to the only adjacent position vertex c + time required from the adjacent position vertex d of the starting position of task b to the starting position of task b + time required for the shortest path between position vertex c and position vertex d; if there are multiple adjacent position points c and d, then retain the points c and d that make the Cost value of the directed edge the smallest.

9. The method for dispatching horizontal transportation equipment for automated container terminal barge operations according to claim 6, characterized in that: In the path planning process, the IGV path for avoiding obstacles is replanned according to the prohibited information and obstacles; the minimum cost maximum matching model is a minimum path maximum flow model; The process of re-planning the IGV vehicle path for avoidance is as follows: When the vehicle management system VMS reports that there is a no-driving zone ahead, the IGV vehicle determines whether there is a new path to reach the destination. If it is judged to be negative, the IGV vehicle stops in front of the no-driving zone and waits for the no-driving zone to be lifted before continuing to pass. If it is judged to be positive, the following is executed: the minimum path maximum flow model is re-called, and new position class vertices are added on this basis, and a new optimal path is re-planned to reach the destination operation position, thereby improving the operating efficiency of the quay crane.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the method for scheduling horizontal transportation equipment for automated container terminal barge operations as described in any one of claims 1 to 9 are implemented.

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