Port unmanned vehicle scheduling method, device and equipment and storage medium

Abstract

This application discloses a method, apparatus, equipment, and storage medium for scheduling unmanned vehicles (UAVs) in ports. Before controlling the UAV to travel towards a target quay crane, a first endpoint position corresponding to the UAV is determined based on the state information of the target quay crane. The UAV is then controlled to travel towards the target quay crane based on the first endpoint position. Before the UAV and the target quay crane are successfully aligned, the state information of the target quay crane is monitored for changes. If a change is detected, a second endpoint position corresponding to the UAV is determined based on the changed final state information. The UAV is then controlled to travel towards the target quay crane based on the second endpoint position. According to the embodiments of this application, during the alignment process between the UAV and the target quay crane, the state information of the target quay crane is monitored in real time. If the state information changes, the endpoint position of the UAV is automatically updated, thereby ensuring accurate alignment between the UAV and the target quay crane based on the updated endpoint position.

Description

Technical Field

[0001] This application belongs to the field of unmanned horizontal transportation of containers in ports, and particularly relates to a method, device, equipment and storage medium for scheduling unmanned vehicles in ports. Background Technology

[0002] The Hirain Fleet Management System (Hirain-FMS), or FMS for short, is the cloud-based brain of the autonomous vehicle fleet, comprising several modules including real-time monitoring, vehicle dispatching, traffic management, and data services. It performs data alignment and logical matching with existing port business systems such as the Terminal Operation System (TOS) and Equipment Control System (ECS) to ensure the smooth operation of autonomous horizontal transport. During container terminal operations, the FMS can dispatch autonomous transport vehicles (hereinafter referred to as unmanned vehicles) to quay cranes. When dispatching unmanned vehicles to the quay crane, the FMS uses the unmanned vehicle's location as the starting point and calculates the task endpoint based on the quay crane's trolley position and spreader mode, thus planning the unmanned vehicle's task route. The unmanned vehicle travels along the task route to the task endpoint, entering the detection range of the CPS (chasis position system) near the quay crane, thereby completing a precise alignment process.

[0003] However, during the execution of a task by an unmanned vehicle (UAV), the position or spreader mode of the quay crane may change. These changes can prevent the UAV from achieving precise alignment with the quay crane upon reaching the task endpoint, thus hindering operations. To enable UAVs to align with the quay crane after changes in position or spreader mode, current methods primarily involve manual repositioning of the UAV upon arrival at the task endpoint. However, this increases the alignment time between the UAV and the quay crane, reducing the operational efficiency of both the port machinery and the UAV. Summary of the Invention

[0004] This application provides a method, apparatus, equipment, storage medium, and program for scheduling unmanned vehicles in ports, which can reduce the need for manual secondary adjustments to unmanned vehicles when aligning them with quay cranes, reduce the time required for alignment, and improve the operational efficiency of port machinery and unmanned vehicles.

[0005] In a first aspect, embodiments of this application provide a method for scheduling unmanned vehicles in ports, including:

[0006] Before controlling the unmanned vehicle to travel to the target quay bridge, the first endpoint position corresponding to the unmanned vehicle is determined based on the status information of the target quay bridge. The target quay bridge is the quay bridge that the unmanned vehicle needs to align with.

[0007] Based on the first endpoint location, control the unmanned vehicle to travel towards the target quay bridge;

[0008] Before the unmanned vehicle successfully aligns with the target quay crane, monitor whether the status information of the target quay crane changes.

[0009] If the state information of the target quay crane changes, the second endpoint position of the unmanned vehicle is determined based on the changed final state information.

[0010] Based on the second endpoint location, the unmanned vehicle is controlled to drive towards the target quay bridge.

[0011] Secondly, embodiments of this application provide a port unmanned vehicle dispatching device, the device comprising:

[0012] The task generation module is used to determine the first endpoint position of the unmanned vehicle based on the status information of the target quay bridge before controlling the unmanned vehicle to drive towards the target quay bridge. The target quay bridge is the quay bridge that the unmanned vehicle needs to align with.

[0013] The control module is used to control the unmanned vehicle to move towards the target quay bridge based on the first endpoint position;

[0014] The monitoring module is used to monitor whether the status information of the target quay crane changes before the unmanned vehicle is successfully aligned with the target quay crane.

[0015] The task update module is used to determine the second endpoint position of the unmanned vehicle based on the changed final state information when the state information of the target quay crane changes.

[0016] The control module is also used to control the unmanned vehicle to travel towards the target quay bridge based on the second endpoint location.

[0017] Thirdly, embodiments of this application provide an electronic device, which includes: a processor and a memory storing computer program instructions;

[0018] When the processor executes computer program instructions, it implements a port unmanned vehicle scheduling method as described in the first aspect.

[0019] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer program instructions, which, when executed by a processor, implement the port unmanned vehicle scheduling method of the first aspect.

[0020] Fifthly, embodiments of this application provide a computer program product in which instructions, when executed by a processor of an electronic device, enable the electronic device to perform a port unmanned vehicle scheduling method as described in the first aspect.

[0021] The port unmanned vehicle scheduling method, apparatus, equipment, and computer storage medium of this application embodiment determine the first endpoint position of the unmanned vehicle based on the state information of the target quay crane before controlling the unmanned vehicle to travel towards the target quay crane. Based on the first endpoint position, the unmanned vehicle is controlled to travel towards the target quay crane. Before the unmanned vehicle and the target quay crane are successfully aligned, the state information of the target quay crane is monitored for changes. If the state information of the target quay crane has changed, a second endpoint position of the unmanned vehicle is determined based on the changed final state information. Based on the second endpoint position, the unmanned vehicle is controlled to travel towards the target quay crane. According to this application embodiment, during the alignment process of the unmanned vehicle and the target quay crane, the state information of the target quay crane is monitored in real time. If the state information changes, the endpoint position of the unmanned vehicle is automatically updated, enabling the unmanned vehicle to accurately align with the updated target quay crane based on the updated endpoint position. Compared with traditional methods, this method can reduce the need for manual secondary adjustments to the unmanned vehicle, reduce the time for alignment between the unmanned vehicle and the quay crane, and improve the operational efficiency of port machinery and unmanned vehicles. Attached Figure Description

[0022] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a flowchart illustrating the port unmanned vehicle scheduling method provided in the embodiments of this application;

[0024] Figure 2 This is a schematic diagram of a port unmanned vehicle scheduling method in an application scenario provided by an embodiment of this application;

[0025] Figure 3 This is a schematic diagram of a port unmanned vehicle scheduling method in another application scenario provided by an embodiment of this application;

[0026] Figure 4 This is a schematic diagram of a port unmanned vehicle scheduling method in another application scenario provided by the embodiments of this application;

[0027] Figure 5 This is a schematic diagram of a port unmanned vehicle scheduling method in another application scenario provided by an embodiment of this application;

[0028] Figure 6This is a schematic diagram of the structure of the port unmanned vehicle dispatching device provided in the embodiments of this application;

[0029] Figure 7 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0030] The features and exemplary embodiments of various aspects of this application will be described in detail below. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0031] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0032] To address the problems of existing technologies, embodiments of this application provide a method, apparatus, device, and computer storage medium for scheduling unmanned vehicles in ports. The method for scheduling unmanned vehicles in ports provided by embodiments of this application will be described first below.

[0033] The port unmanned vehicle scheduling method provided in this application can be applied to port container terminal operation scenarios. The following is a combination of... Figures 1-5 This application provides a detailed description of the port unmanned vehicle scheduling method provided in its embodiments. It should be noted that the executing entity of the port unmanned vehicle scheduling method provided in this application can be a port unmanned vehicle scheduling device, which may include a fleet management system (FMS). This application uses the execution of the port unmanned vehicle scheduling method by a port unmanned vehicle scheduling device as an example to illustrate the port unmanned vehicle scheduling method provided in this application.

[0034] See Figure 1This is a flowchart illustrating the port unmanned vehicle scheduling method provided in an embodiment of this application. Figure 1 As shown, the method may include the following steps S11-S15, which will be explained in detail below.

[0035] S11. Before controlling the unmanned vehicle to travel towards the target quay bridge, determine the first destination position corresponding to the unmanned vehicle based on the state information of the target quay bridge.

[0036] Here, the target quay crane is the one that the unmanned vehicle needs to align with. A quay crane refers to a quayside crane responsible for lifting containers.

[0037] In some embodiments of this application, the target quay bridge corresponding to the unmanned vehicle can be determined before performing step S11 above.

[0038] The target quay crane corresponding to the unmanned vehicle can be determined based on the operational information of the unmanned vehicle. The operational information corresponding to the unmanned vehicle can be generated by the terminal operating system (TOS) according to actual operational needs.

[0039] In some embodiments of this application, the port unmanned vehicle dispatching device can interact with the TOS system. The TOS system generates operation information corresponding to the unmanned vehicle according to actual operation requirements and sends the operation information to the port unmanned vehicle dispatching device. The port unmanned vehicle dispatching device parses the received operation information to obtain the relevant operation information of the unmanned vehicle. The operation information may include relevant information of the target quay crane corresponding to the unmanned vehicle. The relevant information of the target quay crane may include, but is not limited to, the quay crane number, the quay crane operation lane number, etc. Based on this, the port unmanned vehicle dispatching device can determine the target quay crane corresponding to the unmanned vehicle.

[0040] To enable unmanned vehicles to cooperate with target quay cranes in loading and unloading containers, the port's unmanned vehicle dispatching system, upon receiving operational information from the unmanned vehicles, can control them to travel towards the location of the target quay crane.

[0041] In some embodiments of this application, the port unmanned vehicle scheduling device can control the unmanned vehicles to travel towards the target quay crane by issuing driving routes to them. The driving routes need to include the destination location that the unmanned vehicles need to reach, and in order for the unmanned vehicles to reach the target quay crane, the location of the target quay crane is used as the corresponding destination location for the unmanned vehicles. Based on this, before controlling the unmanned vehicles to travel towards the target quay crane, the port unmanned vehicle scheduling device first determines the location of the target quay crane and uses the determined location of the target quay crane as the first destination location for the unmanned vehicles.

[0042] The location of the target quay crane is related to its status information. Based on this, before controlling the unmanned vehicle to travel to the target quay crane, the port unmanned vehicle dispatching device can determine the location of the target quay crane based on its status information, and then use the determined location of the target quay crane as the first destination location for the unmanned vehicle.

[0043] In some embodiments of this application, the status information of the target quay crane may include at least one of the following: quay crane trolley position, spreader mode, and container relocation plan information. The quay crane trolley position refers to the distance of the quay crane from the origin of the quay deck, where the quay deck is the ship's berthing location. The spreader is the tool on the quay crane used to grab containers. The spreader mode indicates the size of the spreader used by the quay crane to grab containers; different spreader modes correspond to different spreader sizes, and the spreader size varies depending on the size of the container to be grabbed. The container relocation plan information indicates whether the target quay crane is in an un-relocated state or in a relocation plan. In practical applications, the quay crane needs to correspond to containers in different bays on the ship. Therefore, the bay position corresponding to the quay crane will move according to the actual ship operation. The container relocation plan information of the quay crane can include two states: un-relocated and relocation plan. If the quay crane has completed its work on a certain bay on the ship and needs to be moved to correspond to other bays on the ship, this is called a container relocation plan. "Not moved" means the quay crane will not be moved a long distance, that is, its corresponding bay position will remain unchanged. "Moving plan" means that the quay crane may be preparing to move from its current bay position to another bay position or is moving to another bay position.

[0044] In some embodiments of this application, the target quay crane's shell-moving plan information can be obtained based on the target quay crane's shell-moving signal, which can be synchronously updated to the port's unmanned vehicle scheduling system at a preset period. The preset period can be set according to actual conditions; for example, the preset period can be 1 Hz.

[0045] In some embodiments of this application, the port unmanned vehicle scheduling device can calculate the position of the target quay crane based on its status information according to a preset quay crane position calculation method. The quay crane position calculation method can be set according to actual conditions; for example, existing calculation methods capable of calculating quay crane positions based on quay crane status information can be used, and this embodiment does not specifically limit this method.

[0046] For example, the method of calculating the location of the quay crane may include: determining a rough location based on the location of the quay crane trolley of the target quay crane and the known origin location of the wharf surface, and then determining a precise location based on the rough location and the spreader mode of the target quay crane, and determining the precise location as the location of the target quay crane.

[0047] S12. Control the unmanned vehicle to travel towards the target quay bridge based on the first endpoint position.

[0048] In some embodiments of this application, the port unmanned vehicle scheduling device can control the movement of unmanned vehicles by sending them driving routes. After obtaining the first destination position corresponding to the unmanned vehicle, the port unmanned vehicle scheduling device can generate a driving route with the unmanned vehicle's current position as the starting point and the first destination position as the ending point, and send the driving route to the unmanned vehicle, so that the unmanned vehicle can drive towards the target quay crane according to the driving route based on its own autonomous driving system.

[0049] S13. Before the unmanned vehicle is successfully aligned with the target quay crane, monitor whether the status information of the target quay crane changes.

[0050] Given that the location of the target quay crane is not fixed, its status information may change before the unmanned vehicle (UAV) successfully aligns with it, potentially leading to a change in the crane's position. Therefore, to enable the UAV to more accurately navigate to the potentially moving target quay crane and achieve precise alignment, the port's UAV dispatching system can monitor the target quay crane's status information in real time before successful alignment, allowing for timely detection of any changes in its position.

[0051] S14. If the state information of the target quay crane changes, determine the second endpoint position of the unmanned vehicle based on the changed final state information.

[0052] In some embodiments of this application, when the port unmanned vehicle scheduling device detects a change in any status information of the target quay crane, it determines that the position of the target quay crane has changed, thereby obtaining the final status information after the change, recalculating the position of the target quay crane based on the final status information, and using the recalculated position of the target quay crane as the second endpoint position corresponding to the unmanned vehicle.

[0053] S15. Based on the second endpoint location, control the unmanned vehicle to travel towards the target quay bridge.

[0054] In some embodiments of this application, after obtaining the second destination position corresponding to the unmanned vehicle, the port unmanned vehicle scheduling device can notify the unmanned vehicle that the destination position has changed and inform the unmanned vehicle of the changed second destination position, so that the unmanned vehicle can drive to the second destination position and finally stop at the second destination position, thereby achieving precise alignment with the target quay crane after the position is updated.

[0055] The port unmanned vehicle scheduling method provided in this application determines the first endpoint position of the unmanned vehicle based on the state information of the target quay crane before controlling the unmanned vehicle to travel towards the target quay crane. Based on the first endpoint position, the unmanned vehicle is controlled to travel towards the target quay crane. Before the unmanned vehicle and the target quay crane are successfully aligned, the state information of the target quay crane is monitored for changes. If the state information of the target quay crane has changed, a second endpoint position of the unmanned vehicle is determined based on the changed final state information. Based on the second endpoint position, the unmanned vehicle is controlled to travel towards the target quay crane. According to this application embodiment, during the alignment process of the unmanned vehicle and the target quay crane, the state information of the target quay crane is monitored in real time. If the state information changes, the endpoint position of the unmanned vehicle is automatically updated, enabling the unmanned vehicle to accurately align with the updated target quay crane based on the updated endpoint position. Compared with traditional methods, this method can reduce the need for manual secondary adjustments to the unmanned vehicle, reduce the time required for alignment between the unmanned vehicle and the quay crane, and improve the operational efficiency of port machinery and unmanned vehicles.

[0056] In some embodiments of this application, considering that when the port unmanned vehicle scheduling device receives the operation information of the unmanned vehicle and is about to control the unmanned vehicle to drive towards the target quay crane, the target quay crane may be in the process of relocating shells, making the location of the target quay crane uncertain, in order to ensure that the unmanned vehicle can be accurately aligned with the target quay crane, in the above step S11, before controlling the unmanned vehicle to drive towards the target quay crane, the first endpoint position corresponding to the unmanned vehicle is determined based on the status information of the target quay crane, which may include the following steps S111-S113.

[0057] S111. Before controlling the unmanned vehicle to drive towards the target quay bridge, obtain the target quay bridge's shell relocation plan information. If it is determined based on the shell relocation plan information that the target quay bridge is in an unrelocated state, execute S112. If it is determined based on the shell relocation plan information that the target quay bridge is in a shell relocation plan, execute S113.

[0058] In some embodiments of this application, the target quay bridge's shell relocation plan information is used to indicate whether the target quay bridge is in a non-shell relocation state or in a shell relocation plan. Therefore, it can be determined whether the target quay bridge is relocating shells based on the target quay bridge's shell relocation plan information.

[0059] S112. If the target quay crane is determined to be in an unmoved state based on the quay crane relocation plan information, obtain the position of the quay crane trolley and the lifting mode of the target quay crane, and determine the first endpoint position corresponding to the unmanned vehicle based on the position of the quay crane trolley and the lifting mode.

[0060] When the target quay crane is determined to be in an unmoved state, the position of the quay crane trolley and the lifting mode of the target quay crane can be directly obtained. Based on the position of the quay crane trolley and the lifting mode, the position of the target quay crane can be calculated according to the preset quay crane position calculation method, and the calculated position of the target quay crane can be determined as the first endpoint position corresponding to the unmanned vehicle.

[0061] S113. If the target quay crane is determined to be in the quay crane relocation plan based on the quay crane relocation plan information, obtain the position of the quay crane trolley and the lifting mode of the target quay crane after the quay crane has completed the quay crane relocation, and determine the first endpoint position corresponding to the unmanned vehicle based on the position of the quay crane trolley and the lifting mode of the target quay crane after the quay crane has completed the quay crane relocation.

[0062] In some embodiments of this application, when it is determined that the target quay crane is in the relocation plan, it can be determined that the current position of the target quay crane is not fixed and has a large movement. Based on this, in order to enable the unmanned vehicle to accurately align with the target quay crane, it is possible to wait for the target quay crane relocation plan to be completed. After the target quay crane relocation plan is completed, the position of the quay crane trolley and the spreader mode of the target quay crane are obtained. Based on the position of the quay crane trolley and the spreader mode at this time, the position of the target quay crane is calculated according to the preset quay crane position calculation method, and the calculated position of the target quay crane is determined as the first endpoint position corresponding to the unmanned vehicle.

[0063] In this way, before the unmanned vehicle travels to the target quay crane, and while the target quay crane is in the process of relocating the crane, the first endpoint position is determined based on the position of the target quay crane after the relocation plan is completed. Compared with determining the endpoint position directly based on the position of the quay crane trolley and the position of the spreader without waiting for the relocation plan to be completed, the first endpoint position determined in this embodiment is closer to the actual position of the target quay crane and is more accurate, making it easier for the unmanned vehicle to successfully align with the target quay crane.

[0064] In some embodiments of this application, step S15 above, when controlling the unmanned vehicle to travel towards the target quay bridge based on the second endpoint position, may include the following steps:

[0065] Obtain the current position of the unmanned vehicle, which is the position of the unmanned vehicle when it is controlled to move towards the target quay bridge based on the second endpoint position;

[0066] Generate the latest driving route starting from the current location of the unmanned vehicle and ending at the second destination location;

[0067] The latest driving route is sent to the unmanned vehicles so that they can travel from their current location along the latest route.

[0068] Using the above method, the driving route of the unmanned vehicle can be adjusted in real time according to the change of the target quay bridge position during the driving process, so that the unmanned vehicle can accurately drive to the target quay bridge position and facilitate the alignment of the unmanned vehicle with the target quay bridge.

[0069] In some embodiments of this application, considering that the driving path of the unmanned vehicle may not be easily changed during the driving process, after the unmanned vehicle starts driving, even if a change in the state information of the target quay bridge is detected before successful alignment with the target quay bridge, the driving path remains unchanged until the unmanned vehicle reaches the first endpoint position. Based on this, in the above step S15, when controlling the unmanned vehicle to drive towards the target quay bridge based on the second endpoint position, the following steps may be included:

[0070] S151. If the unmanned vehicle has not yet reached the first destination, control the unmanned vehicle to move towards the first destination;

[0071] S152. When the unmanned vehicle has reached the first destination position, control the unmanned vehicle to travel from the first destination position to the second destination position.

[0072] Using the above method, the unmanned vehicle can be directly controlled to drive to the second destination after reaching the first destination.

[0073] In some embodiments of this application, considering that the autonomous driving mode of an unmanned vehicle is usually preset and is usually a forward mode, the unmanned vehicle can only move forward based on the planned driving route in the autonomous driving mode and cannot move backward. Therefore, when the unmanned vehicle has reached the first destination position, controlling the unmanned vehicle to move from the first destination position to the second destination position may include the following steps S1521-S1523.

[0074] S1521. Determine the orientation information of the second endpoint position relative to the unmanned vehicle. The orientation information is used to indicate whether the second endpoint position is in the forward or backward direction of the unmanned vehicle.

[0075] In some embodiments of this application, the location of the unmanned vehicle when it reaches the first endpoint is the first endpoint location. Thus, the orientation of the second endpoint location relative to the unmanned vehicle can be determined based on the direction of the second endpoint location relative to the first endpoint location, i.e., the unmanned vehicle's orientation. For example, if the direction of the second endpoint location relative to the first endpoint location is the same as the unmanned vehicle's orientation, then the second endpoint location is determined to be in the unmanned vehicle's forward direction; if the direction of the second endpoint location relative to the first endpoint location is opposite to the unmanned vehicle's orientation, then the second endpoint location is determined to be in the unmanned vehicle's backward direction.

[0076] S1522. If the second endpoint is determined to be in the direction of travel of the unmanned vehicle, generate a driving route with the first endpoint as the starting point and the second endpoint as the ending point, and control the unmanned vehicle to drive towards the second endpoint based on the driving route.

[0077] In some embodiments of this application, when the second endpoint is located in the direction of travel of the unmanned vehicle, the port unmanned vehicle scheduling system generates a driving route with the first endpoint as the starting point and the second endpoint as the ending point. The driving route can then be sent to the unmanned vehicle to control the unmanned vehicle to drive automatically according to the driving route. In this way, the unmanned vehicle can automatically drive to the second endpoint according to the driving route through the autonomous driving system.

[0078] S1523. If it is determined that the second endpoint is located in the reverse direction of the unmanned vehicle, request manual control of the unmanned vehicle to drive towards the second endpoint.

[0079] In some embodiments of this application, when the second endpoint is located in the reverse direction of the unmanned vehicle, the unmanned vehicle is restricted by the autonomous driving system and can no longer drive to the second endpoint by autonomous driving. In this case, in order for the unmanned vehicle to reach the second endpoint smoothly, manual control methods such as requesting remote driving or manually moving the unmanned vehicle can be used to make the unmanned vehicle drive to the second endpoint.

[0080] Using the above methods, unmanned vehicles can successfully reach the second destination.

[0081] In some embodiments of this application, the following steps may be performed before step S11 described above:

[0082] Control the unmanned vehicle to drive to the pre-dock position on the dock surface.

[0083] In some embodiments of this application, considering that quay cranes are usually docked at the dock surface, the unmanned vehicle can be controlled to drive towards the dock surface before driving towards the target quay crane. The pre-dock position on the dock surface can be set according to the actual situation.

[0084] In some embodiments of this application, the pre-stopping location can be the driveway entrance location on the dock surface.

[0085] Accordingly, the first endpoint location corresponding to the unmanned vehicle is determined based on the state information of the target quay crane, including:

[0086] Once the unmanned vehicle arrives at the pre-dock position, the first destination position corresponding to the unmanned vehicle is determined based on the status information of the target quay crane.

[0087] By using the above method, for any unmanned vehicle, before controlling the unmanned vehicle to drive to the corresponding target quay crane, the unmanned vehicle is first controlled to move to the preset parking position on the dock surface, eliminating the need for manual movement of the unmanned vehicle to the dock surface. This can reduce the frequency of manual intervention and improve the continuity of automated transportation.

[0088] The following describes the port unmanned vehicle scheduling method provided in this application embodiment, using the port unmanned vehicle scheduling device as an example and combining it with the application scenario of unmanned vehicles performing container loading and unloading tasks.

[0089] To enable unmanned vehicles to more accurately navigate to quay crane locations that may be moved, FMS can plan multi-stage tasks for the unmanned vehicles based on their real-time location. This allows the unmanned vehicles to first reach the dock surface and then plan the second stage of the task, namely, alignment with the quay crane, based on the real-time location of the quay crane to be aligned and the relocation plan.

[0090] The first phase, S1, is the pre-docking task for the quay crane. This task guides the unmanned vehicle to the pre-docking point at the entrance of the quay crane operation lane on the quay surface. When planning a task for the unmanned vehicle, if the unmanned vehicle has not yet reached the pre-docking point on the quay surface from its current position, FMS can plan S1 for the unmanned vehicle.

[0091] The second phase, S2, involves the container loading and unloading task for the quay crane. This task includes the destination location for the unmanned vehicle (UAV). It guides the UAV precisely to the quay crane and aligns it for coordinated operation. If the UAV has already reached the dock surface and exceeded its pre-determined stopping point, FMS can plan S2 for the UAV.

[0092] In the second phase, FMS can dynamically update the destination position of the unmanned vehicle and issue different instructions to make the unmanned vehicle return to the designated destination position to carry out the operation, thereby realizing automatic following and guidance of the unmanned vehicle.

[0093] The automatic following guidance by which the FMS dynamically updates the position of the quay crane to the unmanned vehicle consists of the following two parts:

[0094] Part 1: When the FMS detects a change in the position of the quay crane or the quay crane spreader mode, it will dynamically recalculate the real-time position coordinates of the unmanned vehicle's work endpoint based on the quay crane's position or spreader mode, and then send the updated task command to the unmanned vehicle.

[0095] Part Two: The FMS monitors the quay crane's relocation plan information based on the quay crane's relocation signal. The quay crane's relocation signal can be synchronously updated to the FMS at a 1Hz cycle. The relocation plan information includes two states: not yet moved and in the relocation plan. If the quay crane has completed its work on a certain bay position on the vessel and needs to be moved to correspond to other bay positions on the vessel, this is called a relocation plan. Not yet moved indicates that the quay crane will not move a long distance, that is, the movement will not cross the ship's bay positions. In the relocation plan indicates that the quay crane may be preparing to move bays or is in the process of moving bays. When the relocation plan is completed, the FMS will plan different tasks according to the current state of the unmanned vehicle. During the unmanned vehicle's movement, the FMS sends the quay crane coordinates to the vehicle using the method in Part One. When the vehicle is stationary, the FMS will determine the direction of the vehicle and the quay crane. If the quay crane is in front of the vehicle, the FMS will achieve alignment by replanning the S2 phase. If the quay crane is behind the vehicle, the FMS can achieve alignment by requesting manual assistance.

[0096] When unmanned vehicles perform container loading and unloading tasks on quay cranes, the following situations may occur based on the quay crane's container movement information:

[0097] The first scenario: The unmanned vehicle is performing a container loading and unloading task and is in the process of reaching the end position of the container loading and unloading task, while the quay crane is not moved.

[0098] The second scenario: The unmanned vehicle receives the task, but the quay crane is in the process of moving the container before it performs the loading and unloading task.

[0099] The third scenario: When the unmanned vehicle is performing the loading and unloading task, the quay crane changes from not moving the container to moving it. Before the vehicle reaches the destination position determined before starting the loading and unloading task, the quay crane has completed the container moving and changes from moving to not moving.

[0100] The fourth scenario: When an unmanned vehicle is performing a container loading and unloading task, the quay crane changes from not moving the container to moving it. When the vehicle arrives at the destination position determined before starting the container loading and unloading task, the quay crane is still moving the container.

[0101] The fifth scenario: When an unmanned vehicle is performing a container loading and unloading task, the quay crane is in an unmoved position. Once the vehicle reaches the destination position determined before the start of the container loading and unloading task, the quay crane begins to move the container.

[0102] The following sections explain the FMS's unmanned vehicle dispatching methods under the above-mentioned scenarios:

[0103] See Figure 2 For the first scenario, the FMS process is as follows: the FMS first issues a pre-docking task to the quay crane to the unmanned vehicle. After the pre-docking task is completed, that is, after the unmanned vehicle reaches the pre-docking point on the dock, the FMS issues a quay crane loading and unloading task to the unmanned vehicle and issues a task start command based on the quay crane signal that has not been moved.

[0104] See Figure 3 For the second scenario, the FMS processing flow is as follows: The FMS issues a pre-docking task to the quay crane to the unmanned vehicle. After the pre-docking task is completed, the FMS first issues a quay crane loading and unloading task to the unmanned vehicle and waits for the quay crane signal that the quay crane has not moved. When the first frame of the quay crane signal that the quay crane has not moved is received, the endpoint position in the quay crane loading and unloading task is updated based on the quay crane status information at this time. Then the FMS issues a task start instruction to the unmanned vehicle.

[0105] See Figure 4 For the third scenario, the FMS process is as follows: The FMS issues a pre-docking task to the quay crane for the unmanned vehicle. After the pre-docking task is completed, the FMS issues a container loading / unloading task to the unmanned vehicle and issues a task start command. During the container loading / unloading task, the quay crane shifts. The shift is completed before the unmanned vehicle reaches the endpoint of the container loading / unloading task. Because the endpoint of the container loading / unloading task is updated during the unmanned vehicle's movement, the unmanned vehicle is not activated. Therefore, after the unmanned vehicle reaches the endpoint of the container loading / unloading task, that is, after it reaches the quay crane, the unmanned vehicle is then controlled to move to the new endpoint, which is the new position of the quay crane.

[0106] See Figure 5 For the fourth and fifth scenarios, the FMS process is as follows: The FMS issues a pre-docking task to the quay crane to the unmanned vehicle. After the pre-docking task is completed, the FMS issues a quay crane loading and unloading task to the unmanned vehicle and issues a task start command. After the unmanned vehicle performs the quay crane loading and unloading task and reaches the end position of the quay crane loading and unloading task, the quay crane is still moving the container. After the quay crane moves the container, the FMS controls the unmanned vehicle to drive to the new position according to the new position of the quay crane.

[0107] In any given situation, after the unmanned vehicle reaches the endpoint of the container loading and unloading task of the quay crane, when the FMS controls the unmanned vehicle to move to the new position, it first determines whether the new position of the quay crane is in the forward direction or the reverse direction of the unmanned vehicle. If it is in the forward direction, the FMS generates a new quay crane container loading and unloading task by replanning S2 and issues it to the unmanned vehicle to achieve alignment. If it is in the reverse direction of the unmanned vehicle, the FMS requests human assistance to achieve alignment between the unmanned vehicle and the quay crane.

[0108] Based on the port unmanned vehicle scheduling method provided in the above embodiments, this application also provides a specific implementation of a port unmanned vehicle scheduling device. Please refer to the following embodiments.

[0109] See Figure 6 The port unmanned vehicle dispatching device 600 provided in this application embodiment includes the following modules:

[0110] The task generation module 601 is used to determine the first endpoint position of the unmanned vehicle based on the status information of the target quay bridge before controlling the unmanned vehicle to drive towards the target quay bridge. The target quay bridge is the quay bridge that the unmanned vehicle needs to align with.

[0111] Control module 602 is used to control the unmanned vehicle to move towards the target quay bridge based on the first endpoint position;

[0112] The monitoring module 603 is used to monitor whether the status information of the target quay crane changes before the unmanned vehicle is successfully aligned with the target quay crane.

[0113] The task update module 604 is used to determine the second endpoint position of the unmanned vehicle based on the changed final state information when the state information of the target quay crane changes.

[0114] The control module 602 is also used to control the unmanned vehicle to travel towards the target quay bridge based on the second endpoint position.

[0115] The port unmanned vehicle scheduling device of this application, before controlling the unmanned vehicle to travel towards the target quay crane, determines the first endpoint position corresponding to the unmanned vehicle based on the status information of the target quay crane. Based on the first endpoint position, it controls the unmanned vehicle to travel towards the target quay crane. Before the unmanned vehicle and the target quay crane are successfully aligned, it monitors whether the status information of the target quay crane has changed. If it is determined that the status information of the target quay crane has changed, it determines the second endpoint position corresponding to the unmanned vehicle based on the changed final status information. Based on the second endpoint position, it controls the unmanned vehicle to travel towards the target quay crane. According to this application embodiment, during the alignment process between the unmanned vehicle and the target quay crane, the status information of the target quay crane is monitored in real time. If the status information changes, the endpoint position of the unmanned vehicle is automatically updated, enabling the unmanned vehicle to accurately align with the updated target quay crane based on the updated endpoint position. Compared with traditional methods, this method can reduce the need for manual secondary adjustments to the unmanned vehicle, reduce the time for alignment between the unmanned vehicle and the quay crane, and improve the operational efficiency of port machinery and unmanned vehicles.

[0116] In some embodiments of this application, the status information of the target quay bridge includes at least one of the following:

[0117] The location of the quay crane trolley, the spreader mode, and the shell relocation plan information, wherein the shell relocation plan information is used to indicate whether the target quay crane is in a non-shell relocation state or in a shell relocation plan.

[0118] In some embodiments of this application, the task generation module 601 is used for:

[0119] Before controlling the unmanned vehicle to move toward the target quay bridge, obtain the relocation plan information of the target quay bridge;

[0120] If the target quay crane is determined to be in an unmoved state based on the quay crane relocation plan information, the position of the quay crane trolley and the lifting mode of the target quay crane are obtained, and the first endpoint position corresponding to the unmanned vehicle is determined based on the position of the quay crane trolley and the lifting mode.

[0121] If the target quay crane is determined to be in a quay crane relocation plan based on the quay crane relocation plan information, the position of the quay crane trolley and the lifting mode of the target quay crane after the quay crane has completed the quay crane relocation are obtained, and the first endpoint position corresponding to the unmanned vehicle is determined based on the position of the quay crane trolley and the lifting mode of the target quay crane after the quay crane has completed the quay crane relocation.

[0122] In some embodiments of this application, the control module 602 is used for:

[0123] While the driverless vehicle has not yet reached the first destination, control the driverless vehicle to move towards the first destination.

[0124] Once the unmanned vehicle has reached the first destination, control it to move from the first destination to the second destination.

[0125] In some embodiments of this application, the control module 602 is further configured to:

[0126] Determine the orientation information of the second endpoint relative to the unmanned vehicle. The orientation information is used to indicate whether the second endpoint is located in the forward or backward direction of the unmanned vehicle.

[0127] If the second endpoint is determined to be in the direction of travel of the unmanned vehicle, a driving route is generated with the first endpoint as the starting point and the second endpoint as the ending point, and the unmanned vehicle is controlled to drive towards the second endpoint based on the driving route.

[0128] If the second endpoint is determined to be in the reverse direction of the unmanned vehicle, request manual control of the unmanned vehicle to move towards the second endpoint.

[0129] In some embodiments of this application, the control module 602 is further configured to:

[0130] Before determining the first endpoint position of the unmanned vehicle based on the status information of the target quay crane, control the unmanned vehicle to drive towards the pre-dock position on the dock surface;

[0131] Task generation module 601 is used for:

[0132] Once the unmanned vehicle arrives at the pre-dock position, the first destination position corresponding to the unmanned vehicle is determined based on the status information of the target quay crane.

[0133] In some embodiments of this application, the pre-dock location includes the driveway entrance location on the pier surface.

[0134] The port unmanned vehicle dispatching device provided in this application embodiment can achieve... Figures 1 to 5 The various processes implemented in the method implementation examples will not be described again here to avoid repetition.

[0135] Figure 7 A schematic diagram of the hardware structure of the electronic device provided in an embodiment of this application is shown.

[0136] Electronic device 700 may include processor 701 and memory 702 storing computer program instructions.

[0137] Specifically, the processor 701 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0138] Memory 702 may include a large-capacity memory for data or instructions. For example, and not limitingly, memory 702 may include a hard disk drive (HDD), a floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or a Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 702 may include removable or non-removable (or fixed) media. Where appropriate, memory 702 may be internal or external to the integrated gateway disaster recovery device. In a particular embodiment, memory 702 is non-volatile solid-state memory. Memory 702 may include read-only memory (ROM), random access memory (RAM), disk storage media devices, optical storage media devices, flash memory devices, electrical, optical, or other physical / tangible memory storage devices. Thus, typically, memory 702 includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it can perform the operations described in any of the port unmanned vehicle scheduling methods in the above embodiments.

[0139] The processor 701 reads and executes computer program instructions stored in the memory 702 to implement any of the port unmanned vehicle scheduling methods in the above embodiments.

[0140] In one example, the electronic device 700 may also include a communication interface 703 and a bus 710. Wherein, as... Figure 7As shown, the processor 701, memory 702, and communication interface 703 are connected through bus 710 and complete communication with each other.

[0141] The communication interface 703 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0142] Bus 710 includes hardware, software, or both, that couples components of an online data traffic metering device together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 710 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, any suitable bus or interconnect is contemplated herein.

[0143] Furthermore, in conjunction with the port unmanned vehicle scheduling method in the above embodiments, this application embodiment can provide a computer storage medium for implementation. The computer storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the port unmanned vehicle scheduling methods in the above embodiments.

[0144] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0145] The functional blocks shown in the above-described structural diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0146] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. However, this application is not limited to the order of the above steps; that is, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0147] The aspects of this disclosure have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by special-purpose hardware performing the specified functions or actions, or can be implemented by a combination of special-purpose hardware and computer instructions.

[0148] The above description is merely a specific implementation of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A method for scheduling unmanned vehicles in a port, characterized in that, include: Before controlling the unmanned vehicle to travel toward the target quay bridge, the first endpoint position corresponding to the unmanned vehicle is determined based on the status information of the target quay bridge, where the target quay bridge is the quay bridge that the unmanned vehicle needs to align with. Based on the first endpoint location, the unmanned vehicle is controlled to travel towards the target quay bridge; Before the unmanned vehicle successfully aligns with the target quay crane, monitor whether the status information of the target quay crane changes; If the state information of the target quay bridge changes, the second endpoint position of the unmanned vehicle is determined based on the changed final state information. Based on the second endpoint location, the unmanned vehicle is controlled to travel towards the target quay bridge; The status information of the target quay crane includes at least one of the following: The location of the quay crane trolley, the spreader mode, and the shell relocation plan information, wherein the shell relocation plan information is used to indicate whether the target quay crane is in a non-shell relocation state or in a shell relocation plan.

2. The port unmanned vehicle scheduling method according to claim 1, characterized in that, Before controlling the unmanned vehicle to travel towards the target quay bridge, determining the first destination position corresponding to the unmanned vehicle based on the state information of the target quay bridge includes: Before controlling the unmanned vehicle to move toward the target quay bridge, obtain the relocation plan information of the target quay bridge; If the target quay crane is determined to be in an unmoved state based on the quay crane relocation plan information, the position of the quay crane trolley and the lifting mode of the target quay crane are obtained, and the first endpoint position corresponding to the unmanned vehicle is determined based on the position of the quay crane trolley and the lifting mode. If the target quay crane is determined to be in a quay crane relocation plan based on the quay crane relocation plan information, the position of the quay crane trolley and the lifting mode of the target quay crane after the quay crane has completed the quay crane relocation are obtained, and the first endpoint position corresponding to the unmanned vehicle is determined based on the position of the quay crane trolley and the lifting mode of the target quay crane after the quay crane has completed the quay crane relocation.

3. The port unmanned vehicle scheduling method according to claim 1, characterized in that, The step of controlling the unmanned vehicle to travel towards the target quay bridge based on the second endpoint position includes: If the unmanned vehicle has not yet reached the first destination position, control the unmanned vehicle to drive towards the first destination position; When the unmanned vehicle reaches the first destination position, control the unmanned vehicle to travel from the first destination position to the second destination position.

4. The port unmanned vehicle scheduling method according to claim 3, characterized in that, Controlling the unmanned vehicle to travel from the first destination location to the second destination location includes: Determine the orientation information of the second endpoint position relative to the unmanned vehicle, the orientation information being used to indicate whether the second endpoint position is located in the forward or backward direction of the unmanned vehicle; If the second endpoint is determined to be in the direction of travel of the unmanned vehicle, a driving route is generated with the first endpoint as the starting point and the second endpoint as the ending point, and the unmanned vehicle is controlled to drive towards the second endpoint based on the driving route; If the second endpoint is determined to be in the reverse direction of the unmanned vehicle, a request is made for manual control of the unmanned vehicle to move toward the second endpoint.

5. The port unmanned vehicle scheduling method according to any one of claims 1-4, characterized in that, Before determining the first destination position corresponding to the unmanned vehicle based on the state information of the target quay bridge, the method further includes: Control the unmanned vehicle to drive towards the pre-dock position on the dock surface; Determining the first destination location corresponding to the unmanned vehicle based on the state information of the target quay crane includes: When the unmanned vehicle arrives at the pre-dock position, the first destination position corresponding to the unmanned vehicle is determined based on the status information of the target quay bridge.

6. The port unmanned vehicle scheduling method according to claim 1, characterized in that, The step of controlling the unmanned vehicle to travel towards the target quay bridge based on the second endpoint position includes: Obtain the current position of the unmanned vehicle, which is the position of the unmanned vehicle when it is controlled to move towards the target quay bridge based on the second endpoint position; Generate a new driving route that starts from the current location of the unmanned vehicle and ends at the second destination location; The latest driving route is sent to the unmanned vehicle so that the unmanned vehicle can travel from the current location along the latest driving route.

7. A port unmanned vehicle dispatching device, characterized in that, The device includes: The task generation module is used to determine the first endpoint position of the unmanned vehicle based on the status information of the target quay bridge before controlling the unmanned vehicle to drive toward the target quay bridge. The target quay bridge is the quay bridge that the unmanned vehicle needs to align with. The control module is used to control the unmanned vehicle to travel towards the target quay bridge based on the first endpoint position; The monitoring module is used to monitor whether the status information of the target quay bridge changes before the unmanned vehicle is successfully aligned with the target quay bridge. The task update module is used to determine the second endpoint position of the unmanned vehicle based on the changed final state information when the state information of the target quay bridge has changed. The control module is also used to control the unmanned vehicle to travel towards the target quay bridge based on the second endpoint position; The status information of the target quay crane includes at least one of the following: The location of the quay crane trolley, the spreader mode, and the shell relocation plan information, wherein the shell relocation plan information is used to indicate whether the target quay crane is in a non-shell relocation state or in a shell relocation plan.

8. An electronic device, characterized in that, The electronic device includes: a processor and a memory storing computer program instructions; When the processor executes the computer program instructions, it implements the port unmanned vehicle scheduling method as described in any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer program instructions, which, when executed by a processor, implement the port unmanned vehicle scheduling method as described in any one of claims 1-6.

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