Container loading method, system, apparatus and medium for dynamic center of gravity balancing of a ship

Abstract

The application relates to the technical field of container loading, in particular to a container loading method, system, equipment and medium for dynamic balance of a ship's center of gravity, which comprises the following steps: collecting ship loading information and distributing reverse operation units; calculating the predicted center of gravity offset of different berth loading sequences through the ship loading information, screening out a loading sequence meeting the threshold requirement in the whole process to generate a priority queue; analyzing the priority queue into a device operation instruction set and executing the device operation instruction set to control the reverse operation units to implement column-by-column synchronous loading from the sea side to the land side and from the land side to the sea side in the berth; calculating the actual center of gravity offset of the ship in real time, and inserting a compensation berth to reconstruct the priority queue when the actual center of gravity offset exceeds a preset actual threshold; and dynamically optimizing the operation path in combination with a time-space conflict prediction algorithm. The application can improve the loading efficiency and stability control precision, realize uninterrupted dynamic correction, and ensure the safety of equipment cooperation in a high-density operation environment.

Description

Technical Field

[0001] This application relates to the field of container loading technology, specifically to a container loading method, system, equipment, and medium for dynamic balance of the ship's center of gravity. Background Technology

[0002] As a pillar industry of international trade, container shipping's operational efficiency and ship stability control capabilities are key indicators for measuring a port's core competitiveness. Under the dual pressures of larger ships and surging port throughput, how to complete high-density bay loading within limited operating time while maintaining the ship's center of gravity balance has become a core pain point in the industry's technological iteration.

[0003] Current container loading technologies generally employ fixed, unidirectional loading path designs, such as a unidirectional operation mode that proceeds sequentially from the sea side to the land side, and generates a static loading sequence plan based on pre-calculated weight distribution at each bay. To address ship stability issues, existing solutions balance lateral forces through symmetrical loading strategies or trigger a global compensation mechanism when the center of gravity shifts, i.e., interrupting the current operation and recalculating the entire ship's loading plan. In equipment collaborative operations, crane interference is mainly avoided through preset fixed safety distances or human experience.

[0004] However, existing technologies have the following bottlenecks: fixed unidirectional loading paths force adjacent gantry cranes to slow down when their operating radii overlap, limiting the utilization rate of equipment inside the berth; static loading sequence planning cannot be dynamically adjusted according to real-time operating conditions, and the risk of ship center of gravity control failure increases sharply when the actual loading weight distribution deviates from the preset model; global center of gravity compensation requires interrupting the operation process to regenerate the entire ship loading plan, resulting in disruption of operation continuity and insufficient timeliness of correction; multi-equipment collaborative operation relies on manual experience or fixed rules to avoid path conflicts, and the risk of mechanical interference is difficult to eliminate in high-density environments. Summary of the Invention

[0005] To address the technical problems of existing container loading methods, such as low equipment utilization due to fixed unidirectional loading paths, difficulty in coping with real-time operating condition fluctuations due to static sequence planning, need to interrupt the operation process for global compensation, and prominent safety hazards in multi-equipment collaboration, this application provides a container loading method, system, equipment, and medium for dynamic balance of the ship's center of gravity. This can improve loading efficiency and stability control accuracy, achieve uninterrupted dynamic correction, and ensure the safety of equipment collaboration in high-density operating environments.

[0006] In a first aspect, this application provides a method for loading containers onto a ship with dynamic balance of the ship's center of gravity, comprising the following steps: S1. Collect ship loading information, including the total number of bays, distribution of bays to be operated, distribution of total ship operations, distance between adjacent bays, and ship center of gravity balance parameters. Ship center of gravity balance parameters include the ship's geometric center coordinates, ship's weight before loading, and the weight distribution of containers in each bay. Group the bays to be operated into N bay groups, the same number as the number of operating equipment. Each bay belongs to a unique bay group, and the bays in each bay group are horizontally continuous. Assign one operating equipment to each bay group. Group every two adjacent bay groups and their corresponding operating equipment into a reverse operation unit. Generate equipment boom interference avoidance parameters based on the minimum distance between the two bay groups in the reverse operation unit and the boom length of the operating equipment. Among them, "horizontal" specifically refers to the direction parallel to the designed waterline of the ship; When the number of working devices is odd, a group of work units to be worked and its corresponding working devices are set as independent working units and do not participate in the allocation of reverse working units; S2. Calculate the predicted center of gravity offset under different bay loading sequences based on the ship loading information. The bay loading sequence satisfies the condition that the current bay is filled before loading the next bay. Select the loading order of the bay positions whose predicted center of gravity offset is not greater than the preset prediction threshold throughout the whole process as the ideal bay position loading order, and generate the job bay position priority queue based on the ideal bay position loading order. S3. Parse the job priority queue into a set of device operation instructions. The job device executes the set of device operation instructions, and the following conditions are met during execution: In each group of reverse operation units, the first operation equipment loads the ship from the first row on the sea side to the land side of its corresponding barn group to be operated, while the second operation equipment loads the ship from the first row on the land side to the sea side of its corresponding barn group to be operated, where the land side is the side closer to the dock and the sea side is the side farther away from the dock. S4. Calculate the actual center of gravity offset of the ship in real time. When the actual center of gravity offset exceeds the preset actual threshold, the operating equipment stops the current operation, inserts the highest priority compensation operating bay into the current operating bay priority queue to form a new operating bay priority queue, and then generates and executes the equipment operation instruction set according to the new operating bay priority queue. S5. Based on the equipment operation instruction set and boom interference avoidance parameters, a spatiotemporal conflict prediction algorithm is used to dynamically allocate the operation path of each reverse operation unit.

[0007] It should be further noted that in step S1, the working equipment includes a bridge crane; When grouping reverse operation units, priority should be given to selecting two adjacent gantry cranes with non-overlapping boom rotation radii as two sets of operating equipment in a group of reverse operation units.

[0008] It should be further explained that in step S1, the generation of the boom interference avoidance parameter includes: calculating the ratio of the minimum distance between the two working positions in the reverse operation unit to the sum of the boom lengths of the corresponding operating equipment. When the ratio is less than 1.2, synchronous operation of adjacent operating equipment is prohibited.

[0009] It should be further noted that in step S2, the ideal bay loading sequence, under the premise that the predicted center of gravity offset is lower than the preset threshold throughout the entire process, should, as far as possible, start from the midship bay and alternately load towards the bow and stern.

[0010] It should be further explained that in step S2, a fixed coordinate system is established with the ship's geometric center as the origin, the X-axis parallel to the ship's longitudinal axis and the starboard direction as the positive direction, and the Y-axis perpendicular to the ship's longitudinal axis and the bow direction as the positive direction, which is parallel to the horizontal plane. After the nth bit is loaded, predict the center of gravity offset. The calculation formula is:

[0011]

[0012] In the formula, This is the vector for predicting the centroid offset; Weight before loading onto the ship; This is the coordinate offset vector of the ship's center of gravity relative to its geometric center before loading. Let be the total weight of the container at the i-th bay. Let be the position coordinate vector of the geometric center of the i-th bay in the ship coordinate system.

[0013] It should be further noted that in step S2, the preset prediction threshold is 0.05L, where L is the length between the perpendiculars of the ship.

[0014] It should be further noted that in step S3, when a yard congestion is detected in the current column of containers, the task of the current operating equipment is switched to the nearest available column in terms of spatial distance; The criteria for determining yard congestion are as follows: After the container dispatch instruction is issued, if the time it takes for the corresponding container to arrive at the ship exceeds a preset threshold, the container's column is determined to be a congested column in the yard.

[0015] It should be further explained that the calculation method for the actual center of gravity offset of the ship in step S4 is as follows: S401. Obtain the ship's transverse tilt angle Compared with the longitudinal draft difference T, when the starboard side is tilted downwards >0, when the draft at the stern is greater than the draft at the bow; Obtain the boom tilt angle and load weight of each piece of equipment, and calculate the moment contribution of the equipment to the deviation of the ship's center of gravity based on the boom length:

[0016] in, Let j be the torque contribution value of the j-th operating equipment to the deviation of the ship's center of gravity; Let the boom tilt angle of the j-th working device be denoted as 'j'. Let J be the load weight of the j-th working device; Let be the boom length of the j-th working device; S402. Calculate the actual center of gravity offset. :

[0017]

[0018] In the formula, This is the vector for predicting the centroid offset; This represents the current total weight of the vessel; Let J be the planar coordinates of the j-th working device in the fixed coordinate system; B represents the ship's beam. L is the length between the perpendiculars of the ship.

[0019] It should be further noted that in step S4, the preset actual threshold is... .

[0020] It should be further explained that in step S4, the method for selecting the compensation operation bay is as follows: based on the direction of the ship's center of gravity offset, select the bay farthest from the geometric center among the available bays on the opposite side of that direction as the compensation operation bay.

[0021] It should be further explained that in step S5, the spatiotemporal conflict prediction algorithm performs the following operations: calculates the spatial coordinates of the boom movement trajectory of each working device within a future time window in real time, and when it is detected that the minimum interval distance between the booms of two working devices at the same time point is less than the safe distance, sends a waiting instruction to one of the working devices or replans its detour path.

[0022] It should be further noted that a waiting instruction or a rerouting route is sent to the operating equipment currently loading containers near the sea side.

[0023] Secondly, this application provides a container loading system for dynamic balance of the ship's center of gravity, used to implement the above-mentioned container loading method, including: The information collection module is used to collect ship loading information; The reverse operation unit configuration module is used to group the bays to be operated into N bay groups, the same number as the number of operating equipment. Each bay to be operated belongs to a unique bay group, and the bays to be operated in each bay group are horizontally continuous. It assigns one operating equipment to each bay group, groups every two adjacent bay groups and their corresponding operating equipment to form a reverse operation unit, and generates equipment boom interference avoidance parameters based on the minimum distance between two bay groups and the boom length of the operating equipment. When the number of operating equipment is odd, a bay group and its corresponding operating equipment are set as an independent operation unit and do not participate in the allocation of reverse operation units. The bay loading sequence optimization module is used to calculate the predicted center of gravity offset under different bay loading sequences based on the ship loading information. The equipment operation instruction generation module is used to parse the job priority queue into a set of equipment operation instructions, and the job equipment executes the set of equipment operation instructions. The real-time center of gravity monitoring and compensation module is used to calculate the actual center of gravity offset of the ship in real time. When the actual center of gravity offset exceeds the preset actual threshold, the operating equipment stops the current operation, inserts the highest priority compensation operating bay into the current operating bay priority queue to form a new operating bay priority queue, and then generates and executes the equipment operation instruction set according to the new operating bay priority queue. The spatiotemporal conflict dynamic planning module is used to dynamically allocate the operation path of each reverse operation unit based on the equipment operation instruction set and boom interference avoidance parameters, using a spatiotemporal conflict prediction algorithm.

[0024] Thirdly, this application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the above-described container loading method.

[0025] Fourthly, this application provides a storage medium storing a computer program, which, when executed by a processor, implements the steps of the above-described container loading method.

[0026] As can be seen from the above technical solutions, this application has the following advantages: 1. This application enables bidirectional synchronous loading on both land and sea sides by configuring a reverse operation unit and generating crane interference avoidance parameters, breaking through the equipment utilization limitations under the traditional unidirectional operation path, allowing adjacent operating equipment to maintain maximum operating speed in densely populated bay areas, and significantly improving the loading efficiency of a single bay.

[0027] 2. This application dynamically generates a priority queue based on the ship's center of gravity balance parameters. By screening the loading sequence that meets the center of gravity offset threshold, it overcomes the adaptability defects of static loading plans to actual operating condition fluctuations and ensures that the ship's stability is always within a controllable range.

[0028] 3. When the actual center of gravity offset is detected to exceed the standard, this application adopts a priority insertion mechanism to quickly activate the compensation bit loading, and replaces the traditional global rescheduling with local sequence adjustment, so as to achieve stable correction while maintaining the continuity of operation and avoid the time cost loss caused by production interruption.

[0029] 4. This application uses a spatiotemporal conflict prediction algorithm combined with dynamic path planning technology to predict and avoid conflicts in the boom's movement trajectory, thereby solving the safety hazards of multi-device collaboration in high-density operation environments and ensuring the stable operation of the reverse operation unit in complex scenarios. Attached Figure Description

[0030] To more clearly illustrate the technical solution of this application, the accompanying drawings used in the description will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 This is a flowchart of a container loading method for dynamic balancing of the ship's center of gravity in one embodiment of this application.

[0032] Figure 2 This is a schematic block diagram of a container loading system for dynamic balance of the ship's center of gravity in one embodiment of this application.

[0033] Figure 3 This is a schematic diagram of the hardware structure of an electronic device in one embodiment of this application. Detailed Implementation

[0034] To make the purpose, features, and advantages of this application more apparent and understandable, specific embodiments and accompanying drawings will be used to clearly and completely describe the technical solution protected by this application. Obviously, the embodiments described below are only some embodiments of this application, and not all embodiments. Based on the embodiments in this patent, all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this patent.

[0035] The container loading method of this application will be described in detail below. Specific details such as particular system structures and technologies are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application can also be implemented in other embodiments without these specific details.

[0036] In the container loading methods involved in this application, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or collections thereof. The terms "comprising," "including," "having," and variations thereof all mean "including but not limited to," unless otherwise specifically emphasized.

[0037] To facilitate a clear description of the technical solutions of this application, the terms "first" and "second" are used to distinguish identical or similar items with essentially the same function and effect. Those skilled in the art will understand that the terms "first" and "second" do not limit the quantity or execution order, and that the terms "first" and "second" do not necessarily imply that they are different.

[0038] The terms "one embodiment" or "some embodiments" used in this application mean that one or more embodiments of this application include the specific features, structures, or characteristics described in that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this application do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized.

[0039] The following is a definition of some terms used in this plan to facilitate a better understanding of the plan: Spatiotemporal Conflict Prediction Algorithm: This algorithm, based on finite-time dynamic programming theory, is a mathematical method for modeling and analyzing potential trajectory intersections during collaborative operations of multiple mobile devices in three-dimensional space. It employs a combination of a pre-processed time-series trajectory prediction model and a three-dimensional geometric collision detection algorithm to construct a four-dimensional state-space model incorporating device speed, turning radius, path turning points, and temporal relationships. By real-time calculation of the intersection probabilities of different devices' trajectories in the spatiotemporal dimension, the system pre-generates a set of device scheduling priority rules and a path replanning strategy function.

[0040] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0041] The container loading method provided in this application embodiment is executed by computer equipment, and correspondingly, the container loading system for dynamically balancing the ship's center of gravity operates in the computer equipment.

[0042] Figure 1 This is a flowchart of a container loading method based on the dynamic balance of a ship's center of gravity, according to one embodiment of this application. Figure 1 The implementing entity can be a container loading system. Depending on different requirements, the order of steps in this flowchart can be changed, and some steps can be omitted.

[0043] like Figure 1 As shown, the container loading method for achieving dynamic balance of the ship's center of gravity includes: Step S1: Collect ship loading information, including the total number of bays, distribution of bays to be operated, distribution of total ship operations, distance between adjacent bays, and ship center of gravity balance parameters. Ship center of gravity balance parameters include the ship's geometric center coordinates, ship's weight before loading, and the weight distribution of containers in each bay. Group the bays to be operated into N bay groups, the same number as the number of operating equipment. Each bay belongs to a unique bay group, and the bays in each bay group are horizontally continuous. Assign one operating equipment to each bay group. Group every two adjacent bay groups and their corresponding operating equipment into a reverse operation unit. Generate equipment boom interference avoidance parameters based on the minimum distance between the two bay groups in the reverse operation unit and the boom length of the operating equipment. When the number of working devices is odd, a group of work units to be worked and its corresponding working devices are set as independent working units and do not participate in the allocation of reverse working units.

[0044] By collecting geometric center coordinates and weight distribution data from ship loading information, accurate modeling of ship center of gravity balance parameters was achieved, providing complete initial working condition data support for subsequent loading sequence optimization. After grouping reverse operation units, equipment interference avoidance rules were generated based on the physical constraints of the minimum distance between the two bay groups to be operated in the reverse operation unit and the boom length of the operating equipment, and a collaborative operation safety benchmark for the reverse operation units was established.

[0045] In some specific embodiments, the working equipment includes a bridge crane; When grouping reverse operation units, priority should be given to selecting two adjacent gantry cranes with non-overlapping boom rotation radii as two sets of operating equipment in a group of reverse operation units.

[0046] By prioritizing the selection of adjacent gantry cranes with non-overlapping boom rotation radii as two sets of operating equipment in a set of reverse operation units, the physical isolation design of the equipment operation area is achieved. The natural difference between the gantry crane spacing and the boom length is used to form a safety redundancy space, which can reduce the frequency of manual intervention to avoid interference.

[0047] In some specific embodiments, the generation of boom interference avoidance parameters includes: calculating the ratio of the minimum distance between two work-to-be-operated bay groups in the reverse work unit to the sum of the boom lengths of the corresponding work equipment; when the ratio is less than 1.2, synchronous operation of adjacent work equipment is prohibited.

[0048] By setting a threshold ratio of the minimum spacing between two bay groups to be operated to the sum of the boom lengths, a quantitative control rule for the synchronous operation conditions of the equipment is realized. When the spacing resources are insufficient, the operation mutual exclusion mechanism is automatically triggered, avoiding the problem of safety protection overload or insufficiency caused by traditional experience judgment, and improving the equipment utilization rate in high-density bay areas.

[0049] Step S2: Calculate the predicted center of gravity offset under different bay loading sequences using the ship loading information. The bay loading sequence satisfies the condition that the current bay is filled before loading the next bay. The ideal bit loading order is selected based on the bit loading order whose predicted centroid offset is not greater than the preset prediction threshold throughout the entire process. A job bit priority queue is then generated based on the ideal bit loading order.

[0050] By calculating the predicted center of gravity offset under different loading sequences and filtering priority queues, dynamic coupling between loading path and ship stability control is achieved. The impact of loading process on the ship's center of gravity is evaluated in real time using a moment superposition model in the geometric center coordinate system, ensuring that the selected ideal loading sequence always maintains a center of gravity offset below the preset prediction threshold under full load constraints.

[0051] In some specific embodiments, the ideal bay loading sequence, under the premise that the predicted center of gravity offset is lower than a preset threshold throughout the entire process, should, as far as possible, start from the midship bay and alternately load towards the bow and stern.

[0052] By prioritizing a sequence generation strategy that alternates loading from the midships to both sides, the gradual control of the ship's center of gravity symmetry is achieved. The alternating loading paths balance the torque increments at the bow and stern, reducing the risk of cumulative center of gravity shift caused by continuous loading on one side.

[0053] In some specific embodiments, a fixed coordinate system is established with the ship's geometric center as the origin, an X-axis parallel to the ship's longitudinal axis and with the starboard direction as the positive direction, and a Y-axis perpendicular to the ship's longitudinal axis and with the bow direction as the positive direction, which is parallel to the horizontal plane. After the nth bit is loaded, predict the center of gravity offset. The calculation formula is:

[0054]

[0055] In the formula, This is the vector for predicting the centroid offset; Weight before loading onto the ship; This is the coordinate offset vector of the ship's center of gravity relative to its geometric center before loading. Let be the total weight of the container at the i-th bay. Let be the position coordinate vector of the geometric center of the i-th bay in the ship coordinate system.

[0056] By establishing a formula for calculating the center of gravity offset that includes the pre-loading weight and the weight distribution at each bay, a precise mathematical model of the ship's stability state is constructed. The principle of torque superposition in the geometric center coordinate system is used to dynamically reflect the center of gravity migration trajectory during the loading process, thereby improving the decision-making accuracy of the priority queue.

[0057] In some specific embodiments, the preset prediction threshold is 0.05L, where L is the length between the perpendiculars of the ship.

[0058] By setting the prediction threshold to 5% of the length between perpendiculars, a ship type adaptive matching mechanism for stability control standards is achieved, eliminating the protection deviation problem of absolute value thresholds for ships of different sizes, and maintaining a uniform benchmark for stability early warning sensitivity of ships of various levels.

[0059] Step S3: Parse the job priority queue into a set of device operation instructions. The job device executes the set of device operation instructions, and the following conditions are met during execution: In each reverse operation unit, the first operation equipment loads the ship from the first row on the sea side of its corresponding barn group to the land side, while the second operation equipment loads the ship from the first row on the land side of its corresponding barn group to the sea side, where the land side is the side closer to the dock and the sea side is the side farther from the dock.

[0060] By converting priority queues into alternating sea-land side operation commands for reverse operation units, efficient coordination of dual-operation equipment within a single bay is achieved. By utilizing the symmetrical advancement path design from land side to sea side and from sea side to land side, the path conflict problem of traditional unidirectional loading is eliminated. At the same time, the fixed quayline reference direction ensures the consistency of logistics connection between yard container supply and ship loading.

[0061] In some specific embodiments, when yard congestion is detected in the current column of containers, the task of the current operating equipment is switched to the nearest available column in terms of spatial distance; The criteria for determining yard congestion are as follows: After the container dispatch instruction is issued, if the time it takes for the corresponding container to arrive at the ship exceeds a preset threshold, the container's column is determined to be a congested column in the yard.

[0062] By defining yard congestion judgment rules and switching to the nearest available work train strategy, an intelligent emergency response to sudden logistics interruptions is realized. The loading path is reconstructed using a spatial distance optimization algorithm, reducing operation downtime.

[0063] Step S4: Calculate the actual center of gravity offset of the ship in real time. When the actual center of gravity offset exceeds the preset actual threshold, the operating equipment stops the current operation, inserts the highest priority compensation operating bay into the current operating bay priority queue to form a new operating bay priority queue, and then generates and executes the equipment operation instruction set according to the new operating bay priority queue.

[0064] By calculating the actual center of gravity offset in real time and inserting compensation bays to generate a new queue, a continuous dynamic correction mechanism for loading operations is realized. When the center of gravity offset is detected to exceed the geometric threshold formed by the length between the beam and the vertical, local priority adjustment is used to replace the traditional global rescheduling, thus shortening the time required for stability recovery operations.

[0065] In some specific embodiments, the method for calculating the actual offset of the ship's center of gravity is as follows: S401. Obtain the ship's transverse tilt angle Compared with the longitudinal draft difference T, when the starboard side is tilted downwards >0, when the draft at the stern is greater than the draft at the bow; Obtain the boom tilt angle and load weight of each piece of equipment, and calculate the moment contribution of the equipment to the deviation of the ship's center of gravity based on the boom length:

[0066] in, Let j be the torque contribution value of the j-th operating equipment to the deviation of the ship's center of gravity; Let the boom tilt angle of the j-th working device be denoted as 'j'. Let J be the load weight of the j-th working device; Let be the boom length of the j-th working device; S402. Calculate the actual center of gravity offset. :

[0067]

[0068] In the formula, This is the vector for predicting the centroid offset; This represents the current total weight of the vessel; Let J be the planar coordinates of the j-th working device in the fixed coordinate system; B represents the ship's beam. L is the length between the perpendiculars of the ship.

[0069] By establishing a calculation model for the actual center of gravity offset that includes boom tilt angle and load weight, a precise quantitative assessment of the impact of dynamic operating loads on ship stability is achieved. Combined with moment decomposition technology in a fixed coordinate system, the calculation error of composite moment during multi-equipment collaborative operation is reduced.

[0070] In some specific embodiments, the preset actual threshold is .

[0071] By setting the actual threshold as a geometric function of the length between the beam and the vertical, a three-dimensional stability monitoring standard was established, overcoming the problem that the planar threshold is insufficient to characterize the combined roll and pitch offset of the ship, and reducing the false alarm rate of stability anomaly detection.

[0072] In some specific embodiments, the method for selecting the compensation operation bay position is as follows: based on the direction of the ship's center of gravity offset, select the bay position farthest from the geometric center among the operable bay positions on the opposite side of that direction as the compensation operation bay position.

[0073] By selecting the farthest position on the opposite side of the center of gravity offset direction as the compensation position, the lever arm effect of stability correction is maximized. By utilizing the lever principle, the maximum correction effect is achieved under the same compensation load, significantly reducing the impact of compensation operations on the overall loading progress.

[0074] Step S5: Based on the equipment operation instruction set and boom interference avoidance parameters, a spatiotemporal conflict prediction algorithm is used to dynamically allocate the operation path of each reverse operation unit.

[0075] By combining boom interference avoidance parameters with a spatiotemporal conflict prediction algorithm, intelligent dynamic allocation of multi-equipment operation paths is achieved. By utilizing four-dimensional coordinate simulation technology of boom trajectory in the next 5-second time window, potential motion interference can be predicted and avoided, reducing the incidence of safety accidents in collaborative equipment operation.

[0076] In some specific embodiments, the spatiotemporal conflict prediction algorithm performs the following operations: calculates the spatial coordinates of the boom movement trajectory of each working device within a future time window in real time; when it is detected that the minimum interval distance between the booms of two working devices at the same time point is less than the safe distance, it sends a waiting instruction to one of the working devices or replans its detour path.

[0077] By calculating the boom trajectory in future time windows in real time to predict conflicts, a mechanism for avoiding equipment motion interference in advance is realized. Spatiotemporal coordinate simulation technology is used to replace the traditional passive response mode after collision, reducing the incidence of equipment emergency stop failure.

[0078] In some specific embodiments, a waiting instruction is sent to the operating equipment currently loading containers near the sea side, or its detour route is replanned.

[0079] By prioritizing the adjustment of waiting or detour strategies for seaside operational equipment, the optimal allocation of wharf shoreline resources has been achieved. The high redundancy of seaside space reduces the complexity of path adjustment, while ensuring the continuous smooth flow of landside logistics channels and reducing the number of container supply interruptions at the yard.

[0080] In one specific embodiment, the steps of the container loading method for dynamically balancing the ship's center of gravity include: Step S1: Collect ship loading information, including the total number of bays, distribution of bays to be operated, distribution of total ship operations, distance between adjacent bays, and ship center of gravity balance parameters. Ship center of gravity balance parameters include the ship's geometric center coordinates, ship's weight before loading, and the weight distribution of containers in each bay. Group the bays to be operated into N bay groups, the same number as the number of operating equipment. The operating equipment is a bridge crane. Each bay to be operated belongs to a unique bay group, and the bays to be operated in each bay group are horizontally continuous. Assign one operating equipment to each bay group. Group every two adjacent bay groups and their corresponding operating equipment into a reverse operation unit. Generate equipment boom interference avoidance parameters based on the minimum distance between the two bay groups in the reverse operation unit and the boom length of the operating equipment. When the number of working devices is odd, a group of work units to be worked and its corresponding working devices are set as independent working units and do not participate in the allocation of reverse working units; The generation of boom interference avoidance parameters includes: calculating the ratio of the minimum distance between two working bay groups in the reverse operation unit to the sum of the boom lengths of the corresponding operating equipment. When the ratio is less than 1.2, synchronous operation of adjacent operating equipment is prohibited.

[0081] Step S2: Calculate the predicted center of gravity offset under different bay loading sequences using the ship loading information. The bay loading sequence satisfies the condition that the current bay is filled before loading the next bay. The ideal bay loading sequence is selected based on the prediction of the center of gravity offset not exceeding the preset prediction threshold. A priority queue of working bays is generated based on the ideal bay loading sequence. The preset prediction threshold is 0.05L, where L is the length between the perpendiculars of the ship. Among them, the ideal bay loading sequence, under the premise that the predicted center of gravity offset is lower than the preset threshold throughout the entire process, should, as far as possible, start from the midship bay and alternate loading towards the bow and stern. A fixed coordinate system is established with the ship's geometric center as the origin, the X-axis parallel to the ship's longitudinal axis and with the starboard direction as the positive direction, and the Y-axis perpendicular to the ship's longitudinal axis and with the bow direction as the positive direction, which is parallel to the horizontal plane. After the nth bit is loaded, predict the center of gravity offset. The calculation formula is:

[0082]

[0083] In the formula, This is the vector for predicting the centroid offset; Weight before loading onto the ship; This is the coordinate offset vector of the ship's center of gravity relative to its geometric center before loading. Let be the total weight of the container at the i-th bay. Let be the position coordinate vector of the geometric center of the i-th bay in the ship coordinate system.

[0084] Step S3: Parse the job priority queue into a set of device operation instructions. The job device executes the set of device operation instructions, and the following conditions are met during execution: In each group of reverse operation units, the first operation equipment loads the ship from the first row on the sea side to the land side of its corresponding barn group to be operated, while the second operation equipment loads the ship from the first row on the land side to the sea side of its corresponding barn group to be operated, where the land side is the side closer to the dock and the sea side is the side farther away from the dock. When a yard congestion is detected in the current column of containers, the task of the current operating equipment will be switched to the nearest available column in terms of spatial distance; The criteria for determining yard congestion are as follows: After the container dispatch instruction is issued, if the time it takes for the corresponding container to arrive at the ship exceeds a preset threshold, the container's column is determined to be a congested column in the yard.

[0085] Step S4: Calculate the actual center of gravity offset of the vessel in real time. When the actual center of gravity offset exceeds a preset actual threshold, the operating equipment stops its current operation. A new operating bay priority queue is formed by inserting the highest-priority compensation bay into the current operating bay priority queue. Then, an equipment operation instruction set is generated and executed based on the new operating bay priority queue. The preset actual threshold is... ; The method for calculating the actual center of gravity offset of a ship is as follows: S401. Obtain the ship's transverse tilt angle Compared with the longitudinal draft difference T, when the starboard side is tilted downwards >0, when the draft at the stern is greater than the draft at the bow; Obtain the boom tilt angle and load weight of each piece of equipment, and calculate the moment contribution of the equipment to the deviation of the ship's center of gravity based on the boom length:

[0086] in, Let j be the torque contribution value of the j-th operating equipment to the deviation of the ship's center of gravity; Let the boom tilt angle of the j-th working device be denoted as 'j'. Let J be the load weight of the j-th working device; Let be the boom length of the j-th working device; S402. Calculate the actual center of gravity offset. :

[0087]

[0088] In the formula, This is the vector for predicting the centroid offset; This represents the current total weight of the vessel; Let J be the planar coordinates of the j-th working device in the fixed coordinate system; B represents the ship's beam. L is the length between the perpendiculars of the ship; The method for selecting the compensation operation bay position is as follows: based on the direction of the ship's center of gravity shift, select the bay position farthest from the geometric center among the available bay positions on the opposite side of that direction as the compensation operation bay position.

[0089] Step S5: Based on the equipment operation instruction set and boom interference avoidance parameters, a spatiotemporal conflict prediction algorithm is used to dynamically allocate the operation path of each reverse operation unit; The spatiotemporal conflict prediction algorithm performs the following operations: calculates the spatial coordinates of the boom movement trajectory of each working device within a future time window in real time; when it detects that the minimum interval distance between the booms of two working devices at the same time point is less than the safe distance, it sends a waiting instruction to one of the working devices or replans its detour path. Send a waiting instruction to the equipment currently loading containers near the sea side or reroute its detour.

[0090] The following are embodiments of a container loading system for dynamic balance of ship center of gravity provided in this application. This container loading system for dynamic balance of ship center of gravity belongs to the same inventive concept as the container loading methods in the above embodiments. For details not described in detail in the embodiments of the container loading system, please refer to the embodiments of the container loading methods for dynamic balance of ship center of gravity described above.

[0091] like Figure 2 As shown, the container loading system for dynamic balance of the ship's center of gravity includes: The information collection module is used to collect ship loading information; The reverse operation unit configuration module is used to group the bays to be operated into N bay groups, the same number as the number of operating equipment. Each bay to be operated belongs to a unique bay group, and the bays to be operated in each bay group are horizontally continuous. It assigns one operating equipment to each bay group, groups every two adjacent bay groups and their corresponding operating equipment to form a reverse operation unit, and generates equipment boom interference avoidance parameters based on the minimum distance between two bay groups and the boom length of the operating equipment. When the number of operating equipment is odd, a bay group and its corresponding operating equipment are set as an independent operation unit and do not participate in the allocation of reverse operation units. The bay loading sequence optimization module is used to calculate the predicted center of gravity offset under different bay loading sequences based on the ship loading information. The equipment operation instruction generation module is used to parse the job priority queue into a set of equipment operation instructions, and the job equipment executes the set of equipment operation instructions. The real-time center of gravity monitoring and compensation module is used to calculate the actual center of gravity offset of the ship in real time. When the actual center of gravity offset exceeds the preset actual threshold, the operating equipment stops the current operation, inserts the highest priority compensation operating bay into the current operating bay priority queue to form a new operating bay priority queue, and then generates and executes the equipment operation instruction set according to the new operating bay priority queue. The spatiotemporal conflict dynamic planning module is used to dynamically allocate the operation path of each reverse operation unit based on the equipment operation instruction set and boom interference avoidance parameters, using a spatiotemporal conflict prediction algorithm.

[0092] The container loading system of this embodiment is a container loading method for achieving dynamic balance of the ship's center of gravity, including: S1. Collect ship loading information, including the total number of bays, distribution of bays to be operated, distribution of total ship operations, distance between adjacent bays, and ship center of gravity balance parameters. Ship center of gravity balance parameters include the ship's geometric center coordinates, ship's weight before loading, and the weight distribution of containers in each bay. Group the bays to be operated into N bay groups, the same number as the number of operating equipment. Each bay belongs to a unique bay group, and the bays in each bay group are horizontally continuous. Assign one operating equipment to each bay group. Group every two adjacent bay groups and their corresponding operating equipment into a reverse operation unit. Generate equipment boom interference avoidance parameters based on the minimum distance between the two bay groups in the reverse operation unit and the boom length of the operating equipment. S2. Calculate the predicted center of gravity offset under different bay loading sequences based on the ship loading information. The bay loading sequence satisfies the condition that the current bay is filled before loading the next bay. Select the loading order of the bay positions whose predicted center of gravity offset is not greater than the preset prediction threshold throughout the whole process as the ideal bay position loading order, and generate the job bay position priority queue based on the ideal bay position loading order. S3. Parse the job priority queue into a set of device operation instructions. The job device executes the set of device operation instructions, and the following conditions are met during execution: In each group of reverse operation units, the first operation equipment loads the ship from the first row on the sea side to the land side of its corresponding barn group to be operated, while the second operation equipment loads the ship from the first row on the land side to the sea side of its corresponding barn group to be operated, where the land side is the side closer to the dock and the sea side is the side farther away from the dock. S4. Calculate the actual center of gravity offset of the ship in real time. When the actual center of gravity offset exceeds the preset actual threshold, the operating equipment stops the current operation, inserts the highest priority compensation operating bay into the current operating bay priority queue to form a new operating bay priority queue, and then generates and executes the equipment operation instruction set according to the new operating bay priority queue. S5. Based on the equipment operation instruction set and boom interference avoidance parameters, a spatiotemporal conflict prediction algorithm is used to dynamically allocate the operation path of each reverse operation unit.

[0093] This application also provides an electronic device for implementing the various embodiments of this application. Figure 3 To illustrate the hardware structure of an electronic device according to various embodiments of this application, as shown in the following diagram... Figure 3 As shown, the electronic device includes a memory, a processor, and a computer program stored in the memory and capable of running on the processor.

[0094] Those skilled in the art will understand that the electronic device structure involved in the embodiments of this application does not constitute a limitation on the electronic device. The electronic device may include more or fewer components than shown in the figure, or combine certain components, or have different component arrangements.

[0095] In embodiments of this application, electronic devices include, but are not limited to, laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. Electronic devices may also represent various forms of mobile devices and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the embodiments of this application described and / or claimed herein.

[0096] In this application embodiment, the processor can be implemented using at least one of an Application-Specific Integrated Circuit (ASIC), a Digital Signal Processor (DSP), a Digital Signal Processing Device (DSPD), a processor, a controller, a microcontroller, a microprocessor, or an electronic unit designed to perform the functions described herein. In some cases, such implementations can be implemented within a controller. For software implementations, implementations such as processes or functions can be implemented with separate software modules that allow the performance of at least one function or operation. The software code can be implemented by a software application (or program) written in any suitable programming language, and the software code can be stored in memory and executed by the controller.

[0097] In addition, the electronic device includes some functional modules not shown, which will not be described in detail here.

[0098] Those skilled in the art will understand that the various aspects of the electronic device provided in this application can be implemented as a system, method, or program product. Therefore, the various aspects of this application can be specifically implemented in the following forms: a completely hardware implementation, a completely software implementation (including firmware, microcode, etc.), or a combination of hardware and software aspects, collectively referred to herein as a "circuit," "module," or "system."

[0099] This application also provides a storage medium storing a program product of a container loading method capable of achieving dynamic balance of the ship's center of gravity. In some possible implementations, various aspects of this application can also be implemented as a program product comprising program code that, when run on a terminal device, causes the terminal device to perform the steps described in the "Exemplary Methods" section of this specification according to various exemplary embodiments of this application.

[0100] The storage medium may be any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example,, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of readable storage media include: electrical connections having one or more wires, portable disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0101] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for loading containers onto a ship with dynamic balance of the ship's center of gravity, characterized in that, include: S1. Collect ship loading information, including the total number of bays, distribution of bays to be operated, distribution of total ship operations, distance between adjacent bays, and ship center of gravity balance parameters. Ship center of gravity balance parameters include the ship's geometric center coordinates, ship's weight before loading, and the weight distribution of containers in each bay. Group the bays to be operated into N bay groups, the same number as the number of operating equipment. Each bay belongs to a unique bay group, and the bays in each bay group are horizontally continuous. Assign one operating equipment to each bay group. Group every two adjacent bay groups and their corresponding operating equipment into a reverse operation unit. Generate equipment boom interference avoidance parameters based on the minimum distance between the two bay groups in the reverse operation unit and the boom length of the operating equipment. When the number of working devices is odd, a group of work units to be worked and its corresponding working devices are set as independent working units and do not participate in the allocation of reverse working units; S2. Calculate the predicted center of gravity offset under different bay loading sequences based on the ship loading information. The bay loading sequence satisfies the condition that the current bay is filled before loading the next bay. Select the loading order of the bay positions whose predicted center of gravity offset is not greater than the preset prediction threshold throughout the whole process as the ideal bay position loading order, and generate the job bay position priority queue based on the ideal bay position loading order. S3. Parse the job priority queue into a set of device operation instructions. The job device executes the set of device operation instructions, and the following conditions are met during execution: In each group of reverse operation units, the first operation equipment loads the ship from the first row on the sea side to the land side of its corresponding barn group to be operated, while the second operation equipment loads the ship from the first row on the land side to the sea side of its corresponding barn group to be operated, where the land side is the side closer to the dock and the sea side is the side farther away from the dock. S4. Calculate the actual center of gravity offset of the ship in real time. When the actual center of gravity offset exceeds the preset actual threshold, the operating equipment stops the current operation, inserts the highest priority compensation operating bay into the current operating bay priority queue to form a new operating bay priority queue, and then generates and executes the equipment operation instruction set according to the new operating bay priority queue. S5. Based on the equipment operation instruction set and boom interference avoidance parameters, a spatiotemporal conflict prediction algorithm is used to dynamically allocate the operation path of each reverse operation unit.

2. The container loading method as described in claim 1, characterized in that, In step S2, the ideal bay loading sequence, under the premise that the predicted center of gravity offset is lower than the preset threshold throughout the entire process, should, as far as possible, start from the midship bay and alternately load towards the bow and stern.

3. The container loading method as described in claim 1, characterized in that, In step S2, a fixed coordinate system is established with the ship's geometric center as the origin, the X-axis parallel to the ship's longitudinal axis and with the starboard direction as the positive direction, and the Y-axis perpendicular to the ship's longitudinal axis and with the bow direction as the positive direction. After the nth bit is loaded, predict the center of gravity offset. The calculation formula is: In the formula, This is the vector for predicting the centroid offset; Weight before loading onto the ship; This is the coordinate offset vector of the ship's center of gravity relative to its geometric center before loading. Let be the total weight of the container at the i-th bay. Let be the position coordinate vector of the geometric center of the i-th bay in the ship coordinate system.

4. The container loading method as described in claim 1, characterized in that, In step S3, when a yard congestion is detected in the current column of containers, the task of the current operating equipment is switched to the nearest available column in terms of spatial distance; The criteria for determining yard congestion are as follows: After the container dispatch instruction is issued, if the time it takes for the corresponding container to arrive at the ship exceeds a preset threshold, the container's column is determined to be a congested column in the yard.

5. The container loading method as described in claim 3, characterized in that, In step S4, the method for calculating the actual offset of the ship's center of gravity is as follows: S401. Obtain the ship's transverse tilt angle Compared with the longitudinal draft difference T, when the starboard side is tilted downwards >0, when the draft at the stern is greater than the draft at the bow; Obtain the boom tilt angle and load weight of each piece of equipment, and calculate the moment contribution of the equipment to the deviation of the ship's center of gravity based on the boom length: in, Let j be the torque contribution value of the j-th operating equipment to the deviation of the ship's center of gravity; Let the boom tilt angle of the j-th working device be denoted as 'j'. Let J be the load weight of the j-th working device; Let be the boom length of the j-th working device; S402. Calculate the actual center of gravity offset. : In the formula, This is the vector for predicting the centroid offset; This represents the current total weight of the vessel; Let J be the planar coordinates of the j-th working device in the fixed coordinate system; B represents the ship's beam. L is the length between the perpendiculars of the ship.

6. The container loading method as described in claim 1, characterized in that, In step S4, the method for selecting the compensation operation bay position is as follows: based on the direction of the ship's center of gravity offset, select the bay position farthest from the geometric center among the available bay positions on the opposite side of that direction as the compensation operation bay position.

7. The container loading method as described in claim 1, characterized in that, In step S5, the spatiotemporal conflict prediction algorithm performs the following operations: calculates the spatial coordinates of the boom movement trajectory of each working device within a future time window in real time; when it is detected that the minimum interval distance between the booms of two working devices at the same time point is less than the safe distance, it sends a waiting instruction to one of the working devices or replans its detour path.

8. A container loading system for dynamic balance of a ship's center of gravity, characterized in that, To implement the container loading method as described in any one of claims 1-7, comprising: The information collection module is used to collect ship loading information; The reverse operation unit configuration module is used to group the bays to be operated into N bay groups, the same number as the number of operating equipment. Each bay to be operated belongs to a unique bay group, and the bays to be operated in each bay group are horizontally continuous. It assigns one operating equipment to each bay group, groups every two adjacent bay groups and their corresponding operating equipment to form a reverse operation unit, and generates equipment boom interference avoidance parameters based on the minimum distance between two bay groups and the boom length of the operating equipment. When the number of operating equipment is odd, a bay group and its corresponding operating equipment are set as an independent operation unit and do not participate in the allocation of reverse operation units. The bay loading sequence optimization module is used to calculate the predicted center of gravity offset under different bay loading sequences based on the ship loading information. The equipment operation instruction generation module is used to parse the job priority queue into a set of equipment operation instructions, and the job equipment executes the set of equipment operation instructions. The real-time center of gravity monitoring and compensation module is used to calculate the actual center of gravity offset of the ship in real time. When the actual center of gravity offset exceeds the preset actual threshold, the operating equipment stops the current operation, inserts the highest priority compensation operating bay into the current operating bay priority queue to form a new operating bay priority queue, and then generates and executes the equipment operation instruction set according to the new operating bay priority queue. The spatiotemporal conflict dynamic planning module is used to dynamically allocate the operation path of each reverse operation unit based on the equipment operation instruction set and boom interference avoidance parameters, using a spatiotemporal conflict prediction algorithm.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the container loading method as described in any one of claims 1-7.

10. A storage medium storing a computer program that, when executed by a processor, implements the steps of the container loading method as described in any one of claims 1-7.

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