Automated terminal quay crane resource planning decision method, terminal and medium

Abstract

The application provides a kind of automated wharf quay crane resource planning decision method, terminal and medium, the method comprises: obtaining ship service data;Calculate ship graph dry road map, and convert the ship graph dry road map into time;The configuration period is divided into a plurality of time sets, form a plurality of decision moments;Based on the ship service data, quay crane operation constraint condition and ship operation time range constraint condition control wharf quay crane and the combination of each decision moment;Based on the quay crane utilization rate maximum and cost minimum objective function to obtain the optimal solution that wharf quay crane is distributed to the ship to be operated according to different combinations at different decision moments.The application can automatically distribute quay crane resource planning decision at the automated container terminal, can automatically calculate the result of quay crane distribution, can provide reference for guiding on-site operation, effectively solve the technical problems that quay crane resource planning distribution cannot be effectively carried out at the automated wharf in the prior art.

Description

Technical Field

[0001] This invention relates to the field of automated terminal technology, and in particular to the field of quay crane resource control technology, specifically to an automated terminal quay crane resource planning and decision-making method, terminal, and medium. Background Technology

[0002] In wharf operations, the planning and allocation of quay crane resources at automated terminals is based on ship planning and human experience. Planners need to have the following information:

[0003] (1) Understand and know the progress of ship operations during the day and night and the condition of the quay cranes;

[0004] (2) Based on the relevant information of the shipping company and the shipping agent, obtain relevant information about the ship, including the ship's draft, arrival status, import container volume, export pre-loaded container volume and ship plan, import and export of large items, dangerous goods and other information, shipping schedule and ship change notices, ship repair requirements, ship berthing direction, etc.

[0005] (3) Understand the tidal information and weather conditions of this wharf;

[0006] (4) Based on the data on machine attendance, contact the dock engineering and technical department to coordinate the repair and maintenance plan for dock facilities and equipment;

[0007] (5) Keep track of the daily arrival status of feeder vessels.

[0008] Based on the above information and monthly plans, ship planners develop ship berthing and departure plans. Finally, they manually compile a quay crane resource planning and allocation table based on the terminal's overall operational capacity and available machinery and human resources. Current automated terminal quay crane resource planning and allocation methods suffer from several problems: multiple data sources, large workload, short production time, and difficulty in accurate manual calculations. This results in significant discrepancies between actual on-site operations and the planned quay crane resource allocation.

[0009] One solution currently available in the industry to overcome the aforementioned technical problems is to allocate the quay cranes in the wharf to the vessels waiting to operate in different combinations at different time periods. For small-scale combination optimization problems, exhaustive methods can be used to solve them. However, in the wharf quay crane planning problem, there are many sets of integer combinations of feasible solutions, and exhaustive traversal methods are not feasible in terms of time performance. Summary of the Invention

[0010] In view of the shortcomings of the prior art described above, the purpose of this invention is to provide an automated terminal quay crane resource planning and decision-making method, terminal and medium to solve the technical problem that the prior art cannot effectively plan and allocate automated terminal quay crane resources.

[0011] To achieve the above and other related objectives, this invention provides an automated terminal quay crane resource planning and decision-making method, comprising: acquiring vessel business data; calculating vessel route maps and converting the vessel route maps into time; dividing the configuration period into multiple time sets to form multiple decision moments; controlling the combination of quay cranes within the terminal and each decision moment based on the vessel business data, quay crane operation constraints, and vessel operation time range constraints; and obtaining the optimal solution for allocating quay cranes within the terminal to vessels to be operated at different decision moments according to different combinations, based on the objective function of maximizing quay crane utilization and minimizing cost.

[0012] In one embodiment of the present invention, the objective function is: ;in: The objective function is... To improve the utilization rate of quay cranes; Cost planning for shore bridge resources within the planning period; for The minimum value, for The minimum value, for Maximum value for The maximum value, and For positive real numbers, satisfying This model takes In other words, when making algorithmic decisions, the evaluation indicators of maximizing quay crane utilization and minimizing operating costs are given equal weight.

[0013] In one embodiment of the present invention, controlling the combination of quay cranes and various decision times within the terminal based on the ship operation data, quay crane operation constraints, and ship operation time range constraints includes: allocating ships when the current decision time is within a configuration cycle; calculating the remaining ship operation capacity based on the ship operation data; determining the planned number of quay crane resources and the berth position of the ships based on the remaining ship operation capacity; and generating a combination branch of available quay cranes based on the quay crane operation constraints, the planned number of quay crane resources, and the berth position of the ships.

[0014] In one embodiment of the present invention, the constraint condition for quay crane operation is that the quay cranes assigned to each vessel at the same time satisfy the linear sequence property: ;in: This represents the i-th bridge crane; Indicates the number of bridge cranes; Indicates the j-th ship; This indicates a specific point in time within the configuration period. ; Indicates a ship At time t, the quay bridge The choice of operation, if the ship Select the quay crane at time t Homework, then It is 1 if it is true, otherwise it is 0; + This indicates that the ship has selected a spaced-out gantry crane for operation.

[0015] In one embodiment of the present invention, the allocation of vessels includes: determining vessel priorities based on vessel completion times, and allocating vessels based on the vessel priorities.

[0016] In one embodiment of the present invention, the step of calculating the remaining ship operation volume based on the ship business data includes: obtaining ship trunk route map information; clustering analysis of the operation time of various types of containers at multiples; calculating the operation time of ship multiples based on the ship trunk route map information and the operation time of various types of containers at multiples; and calculating the remaining ship operation volume at each multiple by subtracting the already allocated multiple operation time from the operation time of ship multiples.

[0017] In one embodiment of the present invention, the method for obtaining the ship trunk route map information includes: parsing ship container volume data based on the ship business data to obtain ship trunk route map information, and generating the ship trunk route map information based on the ship multiplier structure, the ship business data, and the ship container volume data when there is no ship trunk route map information; wherein, generating the ship trunk route map information based on the ship multiplier structure, the ship business data, and the ship container volume data includes: obtaining the ship's voyage history data based on the ship business data, and accumulating the ship container volume data based on the ship's voyage history data; clustering analysis of the ratio of various container types in the multiplier; calculating the ratio of various types of container volume in the multiplier based on the accumulated ship container volume data and the ratio of various container types in the multiplier; and generating the ship trunk route map information based on the ship multiplier structure and the ratio of various types of container volume in the multiplier.

[0018] In one embodiment of the present invention, determining the number of planned quay crane resources means determining the minimum number of quay cranes required based on the remaining capacity of the vessel. This determination includes: obtaining the vessel's start time, end time, and current time; obtaining vessel operation volume information based on the vessel's trunk route map; clustering analysis of the operation time of various container types at multiples; determining the remaining vessel operation time based on the vessel's end time, current time, vessel operation volume information, and the operation time of various container types at multiples, wherein the remaining vessel operation time is the sum of the remaining operation times at all multiples of the vessel, converted into the completion time required for a single quay crane operation; the minimum number of quay cranes required at the current moment is the remaining vessel operation time / (vessel end time - current time).

[0019] In one embodiment of the present invention, determining the ship's berth position includes: obtaining the ship's berthing start and end dimensional positions; obtaining the ship's structural berth position; and calculating the ship's berth position on the wharf shoreline, wherein the ship's berth position is the sum of the berthing start position and the berth position.

[0020] In one embodiment of the present invention, the combined branch of generating available quay cranes based on the quay crane operation constraints, the planned number of quay crane resources, and the vessel's berth position includes: for all quay crane sequences [1,2,3,…,n], assuming the number of quay cranes required at the current moment is m, generating nm consecutive quay crane sequences in sequence; filtering out occupied quay cranes in each sequence based on the quay crane maintenance plan; filtering out occupied quay cranes in each sequence based on the barge quay crane plan; filtering out occupied quay cranes in each sequence based on the quay crane physical relocation plan; and filtering out occupied quay cranes in each sequence based on the quay cranes already allocated to vessels.

[0021] In one embodiment of the present invention, the time constraint condition is that all ships complete their operations within the configuration period, and the time constraint condition is: ;in: Indicates the configuration cycle; This represents the i-th bridge crane; Indicates the total number of bridge cranes; Indicates the j-th ship; Indicates the total number of ships; This indicates a specific point in time within the configuration period. ; Indicates a ship exist Is the quay bridge selected at any time? Operation; Indicates quay bridge exist Is it possible for ships to operate at any given time? ; Indicates the first Individual quay bridge resource planning vessels The required duration of the task.

[0022] In one embodiment of the present invention, the automated terminal quay crane resource planning and decision-making method further includes: providing at least one human-machine interface; the human-machine interface includes: a ship resource display interface for displaying ship information; a data manual control interface for receiving user input data; and a result display and adjustment interface for displaying and adjusting the quay crane resource planning and decision-making results.

[0023] To achieve the above objectives, the present invention also provides a storage medium storing program instructions, which, when executed, implement the automated terminal quay crane resource planning and decision-making method described above.

[0024] To achieve the above objectives, the present invention also provides an electronic terminal, including a memory for storing a computer program and a processor for running the computer program to implement the automated terminal quay crane resource planning and decision-making method as described above.

[0025] As described above, the automated terminal quay crane resource planning and decision-making method, terminal, and medium of the present invention have the following beneficial effects:

[0026] This invention can automatically plan and allocate quay crane resources in automated container terminals, and can automatically calculate the allocation results, which can provide a reference for guiding on-site operations and effectively solve the technical problem that existing technologies cannot effectively plan and allocate quay crane resources in automated terminals. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the overall process of the automated terminal quay crane resource planning and decision-making method of the present invention.

[0028] Figure 2 This is a schematic diagram illustrating the process of generating the vessel trunk route map information in the automated terminal quay crane resource planning and decision-making method of the present invention.

[0029] Figure 3 The flowchart shown is a specific execution principle of the automated terminal quay crane resource planning and decision-making method of the present invention.

[0030] Figure 4 This is a schematic diagram illustrating the process of calculating the ship displacement structure in the automated terminal quay crane resource planning and decision-making method of the present invention.

[0031] Figure 5 This is a flowchart illustrating the process of generating available combined branch strategies for quay cranes in the automated terminal quay crane resource planning and decision-making method of the present invention.

[0032] Figure 6 The diagram shown is a schematic diagram of the principle structure of the electronic terminal of the present invention in one embodiment. Detailed Implementation

[0033] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that, unless otherwise specified, the following embodiments and features described therein can be combined with each other.

[0034] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0035] The automated terminal quay crane resource planning and decision-making method, terminal, and medium provided in this embodiment are used to solve the technical problem that existing technologies cannot effectively plan and allocate automated terminal quay crane resources.

[0036] The automated terminal quay crane resource planning and decision-making method provided in this embodiment allocates quay cranes in the terminal to vessels waiting for operation in different combinations and at different time periods. This scheme converts operation-related factors into time, and then combines them with actual production characteristics. It uses the branch and bound method to combine quay cranes and time, and then selects some feasible integer combinations. A mathematical model is established with the goal of maximizing quay crane utilization and minimizing cost, and the algorithm is used to solve the problem.

[0037] The following will describe in detail the principles and implementation methods of the automated terminal quay crane resource planning and decision-making method, terminal, and medium of this embodiment, so that those skilled in the art can understand the automated terminal quay crane resource planning and decision-making method, terminal, and medium of this embodiment without creative effort.

[0038] like Figure 1 As shown, this embodiment provides an automated terminal quay crane resource planning and decision-making method, applied to an electronic terminal 100. The automated terminal quay crane resource planning and decision-making method includes the following steps:

[0039] Step S100: Obtain vessel business data;

[0040] Step S200: Calculate the ship's main route map and convert the ship's main route map into time;

[0041] Step S300: Divide the configuration period into multiple time sets to form multiple decision moments;

[0042] Step S400: Based on the ship business data, quay crane operation constraints, and ship operation time range constraints, control the combination of quay cranes and various decision times within the terminal;

[0043] Step S500: Based on the objective function of maximizing quay crane utilization and minimizing cost, obtain the optimal solution for allocating quay cranes in the terminal to vessels at different decision times according to different combinations.

[0044] The following combination Figure 3 The steps S100 to S500 of the automated terminal quay crane resource planning and decision-making method of this embodiment will be described in detail.

[0045] Step S100: Obtain ship business data.

[0046] In this embodiment, such as Figure 3 As shown, the vessel operational data includes, but is not limited to, vessel trunk route maps, barge plans, quay crane information maintenance, vessel structure, and vessel information. Specifically, the vessel operational data may include vessel berthing and departure information, vessel structural information (cabins, berths, etc.), quay crane information (quay crane maintenance information, quay crane cable range limitations, quay crane sequence, etc.), and barge planning information.

[0047] Step S200: Calculate the ship's main route map and convert the ship's main route map into time.

[0048] The method for obtaining the ship trunk route map information includes: parsing the ship's container volume data based on the ship's business data to obtain the ship trunk route map information, and generating the ship trunk route map information based on the ship's multiplier structure, the ship's business data, and the ship's container volume data when there is no ship trunk route map information.

[0049] Specifically, such as Figure 2 As shown, the generation of the ship trunk route map information based on the ship's multiplier structure, the ship's business data, and the ship's container capacity data includes:

[0050] 2-3-1) Based on the ship business data, obtain the ship's voyage history data (e.g., obtain the historical data of the ship's first 10 voyages), and accumulate the ship's container volume data based on the ship's voyage history data; perform cluster analysis on the ratio of various container types in the multiple position;

[0051] 2-3-2) Calculate the ratio of various types of containers in the multiple based on the accumulated ship container volume data and the ratio of each type of container in the multiple;

[0052] In this embodiment, such as Figure 4 As shown, one method for calculating the ship's double-capacity container capacity is as follows:

[0053] Examine the characteristics of container loading and unloading volumes in the ship's operational data to determine if data is available for multiple-capacity container loading and unloading.

[0054] If so, calculate the number of loading and unloading checkpoints and the total number of checkpoints;

[0055] If not, determine if there is a double container capacity for unloading vessels:

[0056] If yes, then continue to determine if there is a total planned loading volume: if yes, the total planned loading volume is evenly distributed to multiples of the unloading container volume; if not, then calculate the number of loading and unloading checkpoints and the total number of checkpoints.

[0057] If not, then continue to determine if there is a full capacity of the vessel to be loaded:

[0058] If yes, then continue to determine if there is a total unloading plan: if yes, the unloading plan is evenly distributed to the multiples of the loading vessels and the multiples of the container volume; if not, calculate the number of loading and unloading checkpoints and the total number of checkpoints.

[0059] If not, the total planned unloading volume and total planned loading volume are evenly distributed across all multiples, and then the number of loading and unloading checkpoints and the total number of checkpoints are calculated, which is the container capacity per multiple of the vessel.

[0060] 2-3-3) Generate the ship trunk route information based on the ship's multi-position structure, the ratio of various types of container capacity in the multi-position, and the ship's multi-position container capacity.

[0061] 2-3-4) Based on the cluster analysis, the operation time of various container types at the multiple position, the ratio of various container types at the multiple position, and the ship trunk route map, the multiple position operation time information is generated.

[0062] The container volume of each type of container in a ship's multiple = the ratio of each type of container in the multiple * the ship's multiple container volume

[0063] The multiplier operation time information is obtained by calculating the multiplier operation time based on the operation time of various container types at one multiplier and the container volume of various container types at one multiplier of the ship.

[0064] Step S300: Divide the configuration period into multiple time sets to form multiple decision moments.

[0065] In this embodiment, the configuration period is, for example, 24 hours or 48 hours. The configuration period is divided into multiple time sets, for example, the configuration period is divided into multiple time sets at one-hour intervals. The time is used as the decision moment, i.e. the reference point. The automated terminal quay crane resource planning and decision-making method of this embodiment is traversed and calculated once every 1 hour.

[0066] In this embodiment, the configuration period for segmenting and arranging quay crane allocation is also called the planning period. The planning period is divided into a time set of one-hour intervals, and decisions are made once per hour according to the time scale, for example, denoted as the total number of times T and the current time t.

[0067] Step S400: Based on the ship business data, quay crane operation constraints, and ship operation time range constraints, control the combination of quay cranes and decision times within the terminal.

[0068] In this embodiment, the time constraint condition is that all ships complete their operations within the configuration period. The time constraint condition is as follows:

[0069] ;

[0070] in: Indicates the configuration cycle; This represents the i-th bridge crane; Indicates the total number of bridge cranes; Indicates the j-th ship; Indicates the total number of ships; This indicates a specific point in time within the configuration period. ; Indicates a ship exist Is the quay bridge selected at any time? Operation; Indicates quay bridge exist Is it possible for ships to operate at any given time? ; Indicates the first Individual quay bridge resource planning vessels The required duration of the task.

[0071] The constraint condition for quay crane operations is that the quay cranes assigned to each vessel at the same time satisfy the linear sequence property.

[0072] ;

[0073] in: This represents the i-th bridge crane; Indicates the number of bridge cranes; Indicates the j-th ship; This indicates a specific point in time within the configuration period. ; Indicates a ship At time t, the quay bridge The choice of operation, if the ship Select the quay crane at time t Homework, then It is 1 if it is true, otherwise it is 0; + This indicates that the ship has selected a spaced-out gantry crane for operation.

[0074] Specifically, in this embodiment, as Figure 2As shown, the combination of controlling the quay cranes within the terminal and various decision-making times based on the ship operation data, quay crane operation constraints, and ship operation time range constraints includes:

[0075] 1) When the current decision-making time falls within the configuration cycle, allocate vessels. This allocation includes: determining vessel priorities based on their completion dates, and allocating vessels based on these priorities. Specifically, vessels are sorted by their completion dates; for vessels already started at the current time, the earlier the completion date, the higher the vessel's priority, and higher-priority vessels are allocated bridge crane resources first.

[0076] 2) Calculate the remaining vessel operating capacity based on the vessel business data. Specifically, in this embodiment, calculating the remaining vessel operating capacity based on the vessel business data includes:

[0077] 2-1) Obtain vessel trunk route map information;

[0078] 2-2) Cluster analysis of the operation time of various container types at multiples;

[0079] 2-3) Based on the ship trunk route information and the operation time of various container types at multiple positions, calculate the operation time of the ship at multiple positions;

[0080] 2-4) Based on the operating time of the aforementioned vessel multipliers, subtract the already allocated multiplier operating time to calculate the remaining vessel operating time for each multiplier. 3) Based on the remaining vessel operating time, determine the planned number of quay cranes and the vessel multipliers' positions at the berths.

[0081] Specifically, in this embodiment, determining the planned number of quay cranes means determining the minimum number of quay cranes needed based on the remaining number of vessels; determining the minimum number of quay cranes needed based on the remaining number of vessels includes:

[0082] 3-1) Obtain the start time, end time, and current time of the vessel's operations;

[0083] 3-2) Obtain vessel operation volume information based on vessel trunk route map information;

[0084] 3-3) Cluster analysis of the operating time of various container types at multiples;

[0085] 3-4) Determine the remaining operating time of the ship based on the ship's end time, current time, ship's workload information, and the operating time of various container types in multiples. The remaining operating time of the ship is the sum of the remaining operating time of all multiples of the ship and converted into the completion time required for a single bridge crane operation.

[0086] 3-5) The minimum number of bridge cranes required at the current moment is the remaining operation time of the vessel / (vessel end time - current time).

[0087] In this embodiment, determining the ship's position at the berth includes:

[0088] 3-6) Obtain the starting and ending berthing dimensions of the vessel;

[0089] 3-7) Obtain the location of the ship's structural displacement;

[0090] 3-8) Calculate the position of the vessel's position on the wharf shoreline. The position of the vessel's position at the berth is the starting position of berthing plus the position of the vessel's position.

[0091] 4) Generate a combination of available quay cranes based on the constraints of the quay crane operation, the planned number of quay crane resources, and the vessel's position at the berth.

[0092] Specifically, in this embodiment, as Figure 5 As shown, the combined branch for generating available quay cranes based on the constraints of the quay crane operation, the planned quantity of quay crane resources, and the vessel's position at the berth includes:

[0093] 4-1) For all bridge machine sequences [1,2,3,…,n], assuming the number of bridge machines required at the current time is m, generate nm consecutive bridge machine sequences in sequence; that is, [1,2,3,….,m], [2,3,4,…,m+1], [nm,n-m+1,…,n].

[0094] 4-2) Based on the quay crane maintenance plan, filter out the quay cranes that are already in use in each sequence;

[0095] 4-3) Based on the barge quay crane plan, filter out the quay cranes that are already occupied in each sequence;

[0096] 4-4) Based on the physical relocation plan of the quay cranes, filter out the quay cranes that are already occupied in each sequence;

[0097] 4-5) Based on the quay cranes already assigned to ships, filter out the quay cranes that are already occupied in each sequence.

[0098] Step S400: Based on the pre-configured objective function, obtain the optimal solution for allocating the quay bridges in the terminal to the vessels to be operated at different decision times according to different combinations.

[0099] In this embodiment, the objective function is:

[0100] ;

[0101] in: The objective function is... To improve the utilization rate of quay cranes; Cost planning for shore bridge resources within the planning period; for The minimum value, for The minimum value, for Maximum value for The maximum value, and For positive real numbers, satisfying This model takes In other words, when making algorithmic decisions, the evaluation indicators of maximizing quay crane utilization and minimizing operating costs are given equal weight.

[0102] In this embodiment, the branch and quay crane are selected based on the lowest operating cost of the quay crane: the quay crane sequence is determined based on the lowest operating cost of the quay crane, and the optimal quay crane sequence is determined based on the operating range of each quay crane for the ship and the moving distance of the selected quay crane compared with the operating position at the previous moment.

[0103] In this embodiment, quay cranes are allocated based on maximizing their utilization rate: The remaining available quay cranes are allocated to vessels with higher priority, provided that the allocation rules are met, based on maximizing quay crane utilization. If, after allocating quay crane resources to all vessels according to their current quay crane needs, there are still quay cranes available, the remaining quay crane resources are allocated to vessels with higher priority (the earlier the vessel's schedule ends, the higher its priority).

[0104] As can be seen from the above, the automated terminal quay crane resource planning and decision-making method in this embodiment divides the operation time that requires quay crane resource planning and allocation into one-hour intervals. Using time as a reference point, it iterates and calculates every hour (configurable parameter) to allocate corresponding quay cranes to vessels that meet the operation conditions until all vessels have been allocated quay crane resources, obtaining the quay crane resource allocation results for all vessels in the current time period. In each calculation process, the quay crane combination solution formed by the vessels comprehensively considers constraints such as quay crane maintenance plans, barge quay crane resource planning plans (manually arranged quay crane resource planning plans), quay crane linear movement, quay crane cable range limitations, subsequent berthing vessels, and the inability of the same quay crane to operate on different vessels simultaneously. All vessel quay crane combinations are arranged linearly according to the physical location of the quay cranes, and this is considered as the result of one quay crane resource allocation, i.e., a branch node. Within a certain time range, quay cranes that meet the constraints can be allocated to the corresponding vessels, thus generating multiple branch nodes. The core of vessel-to-shore crane combination is the minimum number of cranes required for each vessel scheduled for crane deployment. This can be calculated based on the vessel's remaining container capacity (converted into operating time), the average operating efficiency of the cranes, and the vessel's schedule. In practical applications, under the premise of meeting the hard constraints of business rules, the vessel-to-shore crane combination calculated each time can be evaluated using crane utilization rate and crane resource planning cost as evaluation methods, with each branch node scored. Specifically, the crane utilization rate is calculated by dividing the number of allocated cranes by the total number of cranes, while the crane travel distance is used to characterize and measure the crane resource planning cost.

[0105] Furthermore, in this embodiment, the automated terminal quay crane resource planning and decision-making method further includes: providing at least one human-machine interface; the human-machine interface includes:

[0106] 1) A ship resource display interface used to display ship information;

[0107] 2) A manual data management interface for receiving user input data; and

[0108] 3) A result display and adjustment interface for showing and adjusting the results of shore bridge resource planning and decision-making.

[0109] The ship resource display interface, the manual data management interface, and the result display adjustment interface can be displayed on the same interface or in the same window, or the display of each interface can be switched by triggering the call button.

[0110] The vessel resource display interface includes vessel name, voyage number, loading quantity, unloading quantity, berthing and departure times, and vessel time based on berthing time. Vessels whose berthing time is within the next 24 hours are displayed in the vessel information.

[0111] The manual control interface is used for manual data input, including:

[0112] 1) Crane arrangement and allocation - Manually set the maintenance crane number, maintenance time, barge crane number, and barge crane usage time on the interface.

[0113] 2) Attendance resource allocation—data on the number of AGVs, bridge cranes, internal trucks, tire cranes, reach stackers, forklifts, workers calling out hooks at the bridge, hazardous materials managers, and refrigerated container managers.

[0114] The results display interface shows the feedback from the quay crane resource planning process. The main interface has two primary functional requirements: first, to display the results of the quay crane resource planning process; and second, to allow for manual editing and modification. The interface includes standard buttons such as save, submit, withdraw, date selection, Excel export, and image export.

[0115] In addition, in this embodiment, the human-computer interaction interface can also provide a bridge crane trunk route diagram display interface. The bridge crane trunk route diagram display interface can adopt a graphical design or a simple table design. It must include the following fields: ship berth number, loading and unloading container quantity, large and small container quantity, number of unloading checkpoints, number of loading checkpoints, and total checkpoint number.

[0116] In this embodiment, the bridge crane trunk route map display interface has the following functions:

[0117] 1) It has an interface for connecting with the multi-ship quay crane resource planning program.

[0118] 2) It has the function of manually inputting or correcting various data.

[0119] 3) It has the function of automatically counting the number of unloading checkpoints, loading checkpoints, and total checkpoints.

[0120] 4) Function buttons include: Create, Modify, Submit, and Undo Submit.

[0121] As can be seen from the above, the automated terminal quay crane resource planning and decision-making method in this embodiment is a technical solution for the overall allocation of quay crane resources for all vessels with scheduled operations within a planning cycle (24 hours or 48 hours), ensuring that all vessels complete their operations within their planned timeframes while maximizing quay crane resource utilization. The problem of terminal quay crane resource planning and allocation is analyzed as allocating quay cranes within the terminal to vessels awaiting operation in different combinations and time periods. This solution converts operation-related factors into time, then combines quay cranes and time with actual production characteristics, and selects some feasible integer combinations. A mathematical model is established with the comprehensive objectives of maximizing quay crane utilization and minimizing cost, and an algorithm is used to solve the problem. The main purpose of automated quay crane resource allocation is to automatically calculate the quay crane allocation result after inputting necessary information, and this result can serve as a reference for guiding on-site operations. Simultaneously, a manual intervention mechanism is established to perform manual fine-tuning when the algorithm result does not meet the requirements.

[0122] like Figure 6 As shown, this embodiment also provides an electronic terminal 100, which can be a server, desktop computer, laptop computer, tablet computer, smartphone, smart TV, personal digital assistant, etc. The electronic terminal 100 includes a memory 102 for storing computer programs and a processor 101 for running the computer programs to implement the automated terminal quay crane resource planning and decision-making method described above.

[0123] The memory 102 is connected to the processor 101 via a system bus and they communicate with each other. The memory 102 stores computer programs, and the processor 101 runs the computer programs to enable the user terminal 100 to execute the automated terminal quay crane resource planning and decision-making method. The automated terminal quay crane resource planning and decision-making method has been described in detail above and will not be repeated here.

[0124] It should also be noted that the system bus mentioned above can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This system bus can be divided into address bus, data bus, control bus, etc. For ease of representation, only one thick line is used in the figure, but this does not indicate that there is only one bus or one type of bus. The communication interface is used to enable communication between the database access device and other devices (e.g., clients, read-write libraries, and read-only libraries). Memory 102 may include Random Access Memory (RAM) and may also include non-volatile memory, such as at least one disk storage device.

[0125] The processor 101 mentioned above can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0126] Furthermore, this embodiment also provides a storage medium storing program instructions, which, when executed by the processor 101, implement the aforementioned automated terminal quay crane resource planning and decision-making method. The automated terminal quay crane resource planning and decision-making method has already been described in detail above and will not be repeated here.

[0127] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented using computer program-related hardware. The aforementioned computer program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0128] In summary, this invention enables automated planning and allocation of quay crane resources in automated container terminals, automatically calculating the allocation results and providing guidance for on-site operations. It effectively solves the technical problem of existing technologies' inability to effectively plan and allocate quay crane resources in automated terminals. Therefore, this invention effectively overcomes the various shortcomings of existing technologies and possesses high industrial application value.

[0129] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention.

Claims

1. An automated terminal quay crane resource planning and decision-making method, characterized in that: include: Obtain ship business data; Calculate the ship's main route map and convert the ship's main route map into time; The configuration period is divided into multiple time sets, forming multiple decision moments; Based on the aforementioned ship operation data, quay crane operation constraints, and ship operation time range constraints, control the combination of quay cranes within the terminal and various decision-making moments; The optimal solution for allocating quay cranes in the terminal to vessels at different decision times is obtained based on the objective function of maximizing quay crane utilization and minimizing cost. The combination of controlling the quay cranes within the terminal and various decision-making times based on the ship operation data, quay crane operation constraints, and ship operation time range constraints includes: Assign ships when the current decision-making time falls within the allocation cycle; The remaining ship operating capacity is calculated based on the ship's operational data. The number of quay cranes and the number of vessels in berth positions are determined based on the remaining vessel operating capacity. Based on the constraints of the quay crane operation, the planned quantity of quay crane resources, and the vessel's position at the berth, a combination of available quay cranes is generated. The constraint on the time range of vessel operations is that all vessels complete their operations within the configuration period. The constraint on the time range of vessel operations is as follows: ； in: Indicates the configuration cycle; This represents the i-th bridge crane; Indicates the total number of bridge cranes; Indicates the j-th ship; Indicates the total number of ships; This indicates a specific point in time within the configuration period. ; Indicates a ship exist Is the quay bridge selected at any time? Operation; Indicates quay bridge exist Is it possible for ships to operate at any given time? ; Indicates the first Individual quay bridge resource planning vessels The required duration of the task.

2. The automated terminal quay crane resource planning and decision-making method according to claim 1, characterized in that: The constraint condition for quay crane operations is that the quay cranes assigned to each vessel at the same time must satisfy the linear sequence requirement: ； in: This represents the i-th bridge crane; Indicates the number of bridge cranes; Indicates the j-th ship; This indicates a specific point in time within the configuration period. ; Indicates a ship exist Is the quay bridge selected at any time? Operations, if the ship Select the quay crane at time t Homework, then It is 1 if it is true, otherwise it is 0. This indicates that the ship has selected a spaced-out gantry crane for operation.

3. The automated terminal quay crane resource planning and decision-making method according to claim 1, characterized in that: The allocated vessels include: Vessel priorities are determined based on their completion dates, and vessels are allocated based on these priorities.

4. The automated terminal quay crane resource planning and decision-making method according to claim 1, characterized in that: The calculation of the remaining ship operations based on the ship business data includes: Obtain vessel trunk route map information; Cluster analysis of the operating time of various container types in multiples; Based on the ship trunk route information and the operation time of various container types at multiple positions, calculate the operation time of the ship at multiple positions; Based on the operating time of the vessel multiplier, the remaining operating time of each multiplier is calculated by subtracting the already allocated multiplier operating time.

5. The automated terminal quay crane resource planning and decision-making method according to claim 4, characterized in that: The method for obtaining the ship trunk route map information includes: parsing the ship container volume data based on the ship business data to obtain the ship trunk route map information, and generating the ship trunk route map information based on the ship's multi-position structure, the ship business data and the ship container volume data when there is no ship trunk route map information; The generation of the ship trunk route map information based on the ship's multiplier structure, the ship's business data, and the ship's container capacity data includes: Based on the ship's business data, the ship's voyage history data is obtained, and the ship's container volume data is accumulated based on the ship's voyage history data. Cluster analysis was performed to determine the ratio of different container types in the multiples. The ratio of various types of containers at the multiple is calculated based on the accumulated ship container volume data and the ratio of each type of container at the multiple. The ship trunk route information is generated based on the ship's multi-position structure and the ratio of the various types of containers in the multi-position.

6. The automated terminal quay crane resource planning and decision-making method according to claim 4, characterized in that: The determination of the required number of quay cranes is based on the remaining vessel capacity to determine the minimum number of cranes needed; this determination includes: Obtain the start time, end time, and current time of the vessel's operations; Based on the vessel trunk route map information, obtain vessel operation volume information; Cluster analysis of the operating time of various container types in multiples; The remaining operating time of the vessel is determined based on the vessel's end time, current time, vessel's workload information, and the operating time of various container types in multiples. The remaining operating time of the vessel is the sum of the remaining operating times of all multiples of the vessel and converted into the completion time required for a single bridge crane operation. The minimum number of bridge cranes required at the current moment is the remaining operation time of the vessel divided by (the vessel's end time - the current time).

7. The automated terminal quay crane resource planning and decision-making method according to claim 1, characterized in that: Determining the vessel's position at the berth includes: Obtain the starting and ending berthing dimensions of the vessel; Obtain the location of the ship's structural displacement; Calculate the position of the vessel's position relative to the quay line. The position of the vessel's position relative to the berth is the sum of the berthing start position and the position relative to the quay line.

8. The automated terminal quay crane resource planning and decision-making method according to claim 2, characterized in that: The combined branch that generates available quay cranes based on the constraints of the quay crane operation, the planned quantity of quay crane resources, and the vessel's berth position includes: For all bridge machine sequences [1,2,3,…,n], assuming the number of bridge machines required at the current time is b, nb consecutive bridge machine sequences are generated in sequence; Based on the quay crane maintenance plan, quay cranes that are already in use in each sequence are filtered out; Based on the barge quay crane plan, quay cranes that are already occupied in each sequence are filtered out; Based on the quay crane physical relocation plan, quay cranes that are already occupied in each sequence are filtered out; Based on the quay cranes already assigned to ships, filter out quay cranes that are already in use in each sequence.

9. The automated terminal quay crane resource planning and decision-making method according to claim 1, characterized in that: The automated terminal quay crane resource planning and decision-making method further includes: providing at least one human-machine interface; the human-machine interface includes: A ship resource display interface used to display ship information; A manual data management interface for receiving user input data; and The results display and adjustment interface is used to show and adjust the results of shore bridge resource planning and decision-making.

10. A storage medium storing program instructions, characterized in that: When the program instructions are executed, the automated terminal quay crane resource planning and decision-making method as described in any one of claims 1 to 9 is implemented.

11. An electronic terminal, characterized in that: It includes a memory for storing computer programs; and a processor for running the computer programs to implement the automated terminal quay crane resource planning and decision-making method as described in any one of claims 1 to 9.

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