A full-chain automated operation system for container terminals considering mixed lock stations

Abstract

The present invention discloses a fully automated container terminal operation system that incorporates hybrid lock stations. This system, pertaining to the technical field of port loading and unloading processes, proposes a fully automated operation process and incorporates an automated equipment interlocking mechanism to monitor container status and operational information of each device within the operation chain, automatically performing equipment coupling and decoupling operations. This reduces waiting time and avoids potential operational conflicts, thereby improving the overall continuity and reliability of the operation chain. Furthermore, the system proposes arranging automated lock stations at the terminal's leading edge, both parallel and perpendicular to the shoreline. This hybrid arrangement improves lock station utilization and the dispatching efficiency of automated transport vehicles.

Description

Technical Field

[0001] The present invention belongs to the technical field of port loading and unloading processes, and more specifically, relates to a full-chain automated operation system for a container terminal based on a hybrid lock station. Background Art

[0002] With the continued growth of global trade, ports, as core hubs of the shipping system, are facing unprecedented opportunities and challenges. To cope with the ever-increasing container throughput, terminal operating capacity must be effectively enhanced. Against this backdrop, automated container terminals, with their advantages of high efficiency, low costs, and reduced reliance on human labor, have become a key trend in port development. Therefore, to meet the growing demand for freight and improve overall port operational efficiency, the automation upgrade and transformation of container ports has become particularly important.

[0003] In automated container port operations, the smooth coupling between different automated equipment is crucial to ensuring operational efficiency. Inadequate coordination of terminal automation systems can lead to extended waiting times between equipment during operations, and even operational conflicts and interruptions. Furthermore, current container ports typically utilize single-directional lock stations horizontally along the shoreline, particularly along the shoreline. While this layout simplifies the design and operation process, it limits the scheduling flexibility of horizontal transport vehicles and can easily cause congestion along transport routes, impacting the overall operational flow and increasing waiting times.

[0004] Therefore, in order to improve terminal operation efficiency, it is necessary to introduce a more flexible lock station layout and further optimize the automation system design to improve the coordination between equipment. Summary of the Invention

[0005] To address the aforementioned shortcomings and improvements in existing technologies, this paper proposes a fully automated container terminal operation system based on hybrid lock stations. This system provides a fully automated operation process and incorporates an automated equipment interlocking mechanism. This mechanism enables real-time monitoring of the container status and operational information of each device in the operation chain, thereby enabling the coupled and decoupled operation of automated equipment, ensuring efficient coordination of equipment during operation, reducing waiting time, and avoiding potential operational conflicts, thereby improving the continuity and reliability of the entire operation chain.

[0006] To achieve the above-mentioned object, the present invention provides a full-chain automated operation system for a container terminal taking into account hybrid lock stations, comprising: a full-chain automated operation control module, an automated equipment interlocking control module, and a hybrid lock station allocation module;

[0007] The automation equipment interlocking control module implements an automation equipment interlocking mechanism based on two types of automated locking stations arranged in a mixed manner, parallel to and perpendicular to the shoreline, at the front area of ​​the terminal. The two types of automated locking stations include a vertical shoreline automated locking station and a horizontal shoreline automated locking station. The automation equipment interlocking mechanism includes an automation equipment status and an automation equipment interlocking strategy.

[0008] The full-chain automated operation control module is used to implement the import container unloading process and the export container loading process, and introduces the automated equipment interlocking mechanism into the operation process to achieve automatic and decoupled operation of the equipment by real-time monitoring of container task nodes and equipment operation status;

[0009] The hybrid lock station allocation module is used to use the IGV scheduling strategy based on the random forest model to dynamically schedule IGVs to select the lock station with the highest current efficiency.

[0010] In some optional implementation schemes, the full-chain automated operation control module is used to implement the import container unloading process, specifically including:

[0011] The automated single-trolley quay crane and IGV receive the task instruction and enter the interlocking state;

[0012] The automated single-trolley quay crane takes the container from the target bay of the ship. The IGV runs to the operating position within the span of the automated single-trolley quay crane and interacts with the automated single-trolley quay crane to take the container. After the operation is completed, the interlocking state is released;

[0013] The IGV with the container drives out of the automated single-trolley quay crane operation area and reports and updates the import container task node;

[0014] Determine whether the import container needs to be unlocked. If so, report and wait for the lock station to assign it. If not, jump to the step where the automated tire-type yard crane receives the task instruction and enters the interlocking state with the IGV.

[0015] The IGV carries the imported container to the target lock station and goes to the padlock buffer lane to wait for the lock to be removed;

[0016] The IGV carries the import container into the target lock station to complete the unlocking operation. After the operation is completed, the import container task node is reported and updated;

[0017] The IGV carries the imported container to the target loading and unloading point in the yard. The yard crane runs to the target loading and unloading point and interacts with the IGV to retrieve the container. After the operation is completed, the interlocking state is released;

[0018] The yard crane places the imported container in the target container area and reports and updates the import container task node.

[0019] In some optional implementation schemes, the full-chain automated operation control module is used to implement the export container loading process, specifically including:

[0020] The automated tire-type field crane and IGV receive the task instruction and enter the interlocking state;

[0021] The automated tire-type yard crane runs to the target export container area to pick up the container, and then carries the export container to the target loading and unloading point in the yard;

[0022] The IGV runs to the target loading and unloading point and interacts with the automated tire-type yard crane to take the box. After the operation is completed, the interlocking state is released;

[0023] The automated tire-type field crane receives the task instruction and enters the interlocking state with the IGV;

[0024] The IGV carries the export container out of the yard and reports and updates the export container task node;

[0025] Determine whether the export container needs a padlock. If so, report and wait for the lock station to assign it. If not, the automated single-trolley quay crane receives the task instruction and enters the interlocking state with the IGV.

[0026] The IGV carries the export box to the target lock station and runs to the padlock release buffer lane to wait for padlocking;

[0027] The IGV carries the export box into the target locking station to complete the padlocking operation and report and update the export container task node;

[0028] The IGV carries the export box to the target quay crane span operation position and interacts with the quay crane to take the box. After the operation is completed, the equipment releases the interlocking state;

[0029] The quay crane will lift the export container to the ship's target bay and report and update the export container task node.

[0030] In some optional implementation schemes, the definition of the import container and export container task nodes is:

[0031] Node 1-1: The container is on board the ship and needs to be transferred to the IGV via the quay crane equipment;

[0032] Node 1-2: The container is loaded on the IGV and needs to go to the locking station to complete the unlocking operation;

[0033] Node 1-3: The container is loaded on the IGV and needs to be stored in the target container area of ​​the yard via the yard crane equipment;

[0034] Node 2-1: The container is located in the yard and needs to be transferred to the IGV via the yard crane equipment;

[0035] Node 2-2: The container is loaded on the IGV and needs to go to the locking station to complete the padlocking operation;

[0036] Node 2-3: The container is loaded on the IGV and needs to be stored at the target bay of the ship via the quay crane equipment.

[0037] In some optional embodiments, the automation equipment interlocking strategy includes:

[0038] Sending task signals to the equipment according to the task nodes of the container;

[0039] After receiving the task signal, the idle device enters the locked state and performs the corresponding operation according to the task instruction;

[0040] After receiving the task, the device moves to the interlocking area, switches to the interlocking state, and prepares to perform synchronous operations with the interactive device specified in the task;

[0041] After the equipment completes the synchronization operation, it reports the current location of the container and the completed task nodes, and leaves the interlocking area;

[0042] Update the container task node based on the information reported by the device and prepare to dispatch the next operation instruction;

[0043] When the equipment leaves the interlocking area, the interlocking state is released and the equipment is judged to see whether it is carrying a container. If it is, the equipment enters the locked state and reports the current location of the container and the task node to trigger the next operation instruction.

[0044] If no container is loaded, the device enters the idle state and prepares to receive a new task signal.

[0045] In some optional embodiments, the interlocking area is set near the working position within the quay crane span and the loading and unloading point in the yard, and sensors are installed at the entrances and exits of the interlocking area and key positions of the automation equipment to detect the relative position of the automation equipment and the container and the entry and exit of the equipment into and out of the interlocking area.

[0046] In some optional embodiments, the horizontal shoreline automated locking station includes a transverse unpadlocking operation lane and a transverse unpadlocking buffer lane, and the horizontal locking station is arranged on the transverse unpadlocking operation lane; the vertical shoreline automated locking station is respectively arranged at the entrance and exit of the container yard, including a longitudinal unpadlocking operation lane and a longitudinal unpadlocking buffer lane, and the vertical locking station is arranged on the longitudinal unpadlocking operation lane; the unpadlocking buffer lane is located on both sides of the operation lane and is used to store containers to be unlocked;

[0047] Among them, the vertical locking station has a higher priority than the horizontal locking station; the vertical locking station at the yard entrance is only for unlocking containers in the unloading process, and the vertical locking station at the yard exit is only for padlocking containers in the loading process.

[0048] In some optional implementation schemes, the hybrid lock station allocation module is specifically used to obtain the container task priority and the current position of the IGV when the container is located at task node 1-2 or task node 2-2, and record the current queue length of each lock station; calculate the expected driving path length between the IGV and each lock station, and between the lock station and the next target operation point of the container; calculate the efficiency score of each lock station based on the random forest model to form a lock station efficiency list; and match the IGV with the lock station with the highest current efficiency based on the lock station efficiency list.

[0049] In some optional implementation schemes, the calculation of the efficiency score of each lock station based on the random forest model includes:

[0050] Collect data related to IGV lock station scheduling and input the data points as features into the random forest model. Use a weighted combination of the driving path length, the current queue length of each lock station, and the encoding of the container task priority and lock station type as input features, and normalize the features.

[0051] Using the normalized features, the k-fold cross-validation method was used to train a random forest model to predict the efficiency score of the lock station for the current IGV.

[0052] In some alternative embodiments, S(i, j)=f(X {i，j} ) Calculate the efficiency score S of each lock station for the current IGV, where i refers to the current container, j is the lock station that the container can use, and X {i，j} is the input feature, X i，j =[w1·l i，j , w2·q j , e i , t j ], l i，j is the path length from container i to lock station j, q j is the queue length at lock station j, e i is the task priority code of container i, t j is the type code of lock station j, w1 and w2 are weights.

[0053] In general, the above technical solutions conceived by the present invention can achieve the following beneficial effects compared with the prior art:

[0054] The present invention discloses a full-chain automated operation system for a container terminal based on a hybrid lock station, which specifically includes: a full-chain automated operation process, an automated equipment interlocking mechanism, and a hybrid lock station allocation strategy. The terminal's full-chain automated operation process covers the import container unloading process and the export container loading process; an automated equipment interlocking mechanism is introduced into the operation process, and the automatic and decoupled operation of the equipment is realized by real-time monitoring of the container task nodes and the equipment operation status; two types of automated lock stations, parallel and perpendicular to the shoreline, are mixedly arranged in the front area of ​​the terminal. Based on the above layout, an IGV scheduling strategy based on a random forest model is used to dynamically schedule the IGV to select the lock station with the highest efficiency. The present invention can avoid problems such as vehicle detours and low space utilization caused by a single lock station arrangement, and avoid potential operational conflicts while reducing equipment operation waiting time, thereby effectively improving the continuity and reliability of the terminal's full-chain automated operation, and is suitable for the automated renovation and expansion of traditional container terminals. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] Figure 1 This is a schematic diagram of a full-chain automated operation process provided by an embodiment of the present invention;

[0056] Figure 2 This is a schematic diagram of the layout of a full-chain automated operation system provided by an embodiment of the present invention;

[0057] Figure 3 This is a schematic diagram of an interlocking mechanism for automated equipment provided by an embodiment of the present invention;

[0058] Figure 4 This is a schematic diagram of a hybrid lock station allocation strategy provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0059] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely for the purpose of explaining the present invention and are not intended to limit the present invention. In addition, the technical features involved in the various embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.

[0060] The present invention proposes a full-chain automated operation system for container terminals that takes into account mixed lock stations, which specifically includes: full-chain automated operation process, automated equipment interlocking mechanism, and mixed lock station allocation strategy. In the above example, Figure 1 As shown in the figure, the full chain automated operation process is divided into the import container unloading process and the export container loading process, including the interactive operations between the automated single-trolley quay crane and IGV, the IGV and the automated locking station, and the IGV and the automated tire-type yard crane; among them, Figure 2As shown, the automated tire-type yard crane is located in a container yard arranged parallel to the shoreline, and interacts with the IGV through the loading and unloading points set on the transverse lanes in the yard; the automated equipment interlocking mechanism includes the automated equipment status and the automated equipment interlocking strategy; the hybrid lock station allocation strategy includes a hybrid layout of lock station areas and an IGV scheduling strategy based on a random forest model.

[0061] In the above technical solution, the specific implementation steps of the full-chain automated operation process are as follows:

[0062] S1. Import container unloading process;

[0063] S11. The automated single-trolley quay crane and the IGV receive system task instructions and enter an interlocked state.

[0064] S12. The quay crane takes the container from the target bay of the ship. The IGV runs to the operating position within the quay crane span and interacts with the quay crane to take the container. After the operation is completed, the device releases the interlock state;

[0065] S13. The IGV with the container leaves the quay crane operation area and reports to the system to update the container task node;

[0066] S14 determines whether the container needs to be unlocked. If necessary, the system is reported to wait for the lock station to be assigned; if not, execute S17;

[0067] S15. The IGV with the box moves to the target lock station to unlock the buffer lane and wait for unlocking;

[0068] S16. The IGV enters the target lock station with the container and completes the unlocking operation. After the operation is completed, the system is reported to update the container task node;

[0069] S17. The automated tire-type field crane receives the system task instruction and enters the interlocking state with the IGV;

[0070] S18. The IGV with the container moves to the target loading and unloading point in the yard. The yard crane moves to the target loading and unloading point and interacts with the IGV to retrieve the container. After the operation is completed, the equipment releases the interlock state;

[0071] The yard crane in S19 places the container at the target container area and reports to the system to update the container task node;

[0072] S2. Export container loading process;

[0073] S21. The automated tire-type field crane and the IGV receive system task instructions and enter the interlocking state;

[0074] S22. The yard crane moves to the target container area to pick up the container and moves the container to the target loading and unloading point in the yard;

[0075] S23. The IGV moves to the target loading and unloading point and interacts with the automated tire-type gantry crane to retrieve the container. Upon completion of the operation, the equipment is released from the interlocking state.

[0076] S24. The IGV leaves the yard with the container and reports to the system to update the container task node;

[0077] S25 determines whether the container needs a padlock. If necessary, the system waits for the lock station to be assigned; if not, execute S28;

[0078] S26. The IGV with the box moves to the target locking station to unlock the buffer lane and wait for padlocking;

[0079] S27. The IGV enters the target locking station with the container and completes the padlocking operation, reporting to the system to update the container task node;

[0080] S28. The automated single-trolley quay crane receives the system task instruction and enters an interlocked state with the IGV.

[0081] S29. The IGV moves with the container to the target quay crane span operating position and interacts with the quay crane to take the container. After the operation is completed, the equipment releases the interlocking state;

[0082] S210. The quay crane lifts the container to the target bay of the ship and reports to the system to update the container task node.

[0083] In the above technical solution, the container task node is defined as follows:

[0084] (1) Node 1-1: The container is on board the ship and needs to be transferred to the IGV via the quay crane equipment;

[0085] (2) Node 1-2: The container is loaded on the IGV and needs to go to the lock station to complete the unlocking operation;

[0086] (3) Node 1-3: The container is loaded on the IGV and needs to be stored in the target container area of ​​the yard via the yard crane equipment;

[0087] (4) Node 2-1: The container is located in the yard and needs to be transferred to the IGV via the yard crane equipment;

[0088] (5) Node 2-2: The container is loaded on the IGV and needs to go to the locking station to complete the padlocking operation;

[0089] (6) Node 2-3: The container is loaded on the IGV and needs to be stored at the target bay of the ship via the quay crane equipment.

[0090] In the above technical solution, the automation equipment interlocking mechanism, such as Figure 3As shown. When the automated equipment receives the interactive task instruction and enters the set interlocking area, it switches to the interlocking state. In the above embodiment, the interlocking area is set near the operating position within the quay crane span and the loading and unloading point in the yard, and its range is determined based on factors such as the operating range of the gantry crane and the IGV driving speed. Sensors are installed at the entrances and exits of the interlocking area and at key positions of the automated equipment to detect the relative position of the automated equipment and the container, and the entry and exit of the equipment in the interlocking area, to ensure that the operation of the automated equipment in the interlocking area is consistent with expectations, while avoiding operational conflicts. The specific steps of the automated equipment interlocking strategy are as follows:

[0091] S31. The system sends a task signal to the device according to the container's task node, including target container information, specific operation requirements, etc.;

[0092] S32. After receiving the task signal, the idle device enters the locked state and performs the corresponding operation according to the task instruction;

[0093] S33. After receiving the task, the device moves to the interlocking area, switches the interlocking state, and prepares for synchronous operation with the interactive device specified in the task;

[0094] S34. After the device completes the operation, it reports the current location of the container and the completed task nodes to the system and leaves the interlocking area;

[0095] S35. The system updates the container task node based on the information reported by the device and prepares to dispatch the next operation instruction;

[0096] S36. The device leaves the interlocking area, that is, the interlocking state is released, and it is determined whether the device is carrying a container. If so, execute S37, otherwise execute S38;

[0097] S37. The device enters the locked state and reports the current location of the container and the task node to trigger the system to send the next operation instruction;

[0098] S38. The device enters the idle state and prepares to receive new task signals.

[0099] In the above technical solution, the automation equipment status includes three states: idle, locked, and interlocked, which are defined as follows:

[0100] (1) Idle state: The device is in idle state and can receive new task signals;

[0101] (2) Locked state: The device is in the process of container task and cannot receive new tasks. The device in the locked state needs to report the current status of the container to the system to obtain the next operation instruction;

[0102] (3) Interlocking state: The device must interact with the designated device within the interlocking area to complete the container operation task and cannot accept new tasks.

[0103] In the above technical solution, the mixed lock station area includes parallel shoreline automated lock stations and perpendicular shoreline automated lock stations. The parallel shoreline automated lock stations include a transverse unlatching operation lane and a transverse unlatching buffer lane, and the parallel lock stations are arranged on the transverse unlatching operation lane. The perpendicular shoreline automated lock stations are respectively arranged at the entrance and exit of the container yard and include a longitudinal unlatching operation lane and a longitudinal unlatching buffer lane. The vertical lock stations are arranged on the longitudinal unlatching operation lane. The unlatching buffer lanes are located on both sides of the operation lanes and are used to store containers to be unlocked.

[0104] In the above example, the distance between lock stations needs to match the lock station's processing capacity and container flow, and can be dynamically set based on the terminal's expected traffic volume and the speed of unlocking operations. The number of lock stations should be determined based on the container operation volume, operation frequency, the processing capacity of each lock station, and the operational efficiency of the equipment. The number of lock stations can be determined by simulating operational demand under different traffic conditions. During peak container traffic, consider setting up temporary queuing areas near the lock stations or optimizing scheduling strategies to minimize impact on primary lanes.

[0105] In the above technical solution, if Figure 4 As shown in the figure, in the hybrid lock station allocation strategy, vertical lock stations have a higher priority than parallel lock stations. The vertical lock station at the yard entrance is only used for unlocking containers in the unloading process, and the vertical lock station at the yard exit is only used for padlocking containers in the loading process. The specific steps of the IGV scheduling strategy based on the random forest model are as follows:

[0106] S41. The container is located at task node 1-2 or task node 2-2;

[0107] S42. The system obtains the container priority and the current position of the IGV and records the current queue length of each lock station;

[0108] S43 calculates the estimated travel path length between the IGV and each lock station, the lock station and the container at the next target operation point;

[0109] S44. Input the real-time data into the random forest model to calculate the efficiency score of each lock station and form a lock station efficiency list;

[0110] S45. Match the IGV with the most efficient locking station.

[0111] The random forest model collects data related to IGV lock station scheduling and inputs the data points into the model as features. A weighted combination of the driving path length, the lock station queue length, and the encoding of the container task priority and lock station type are used as input features, and the features are normalized to eliminate the dimensional effect and ensure the effectiveness of model training. Using the above features, the model is trained to predict the efficiency score of the lock station for the current IGV. In order to optimize the performance of the model and prevent overfitting, the k-fold cross-validation method is used. In this process, the data set is divided into k groups, the model is trained on k-1 subsets, and verified on the remaining subsets. This step is repeated k times, and a different validation set is selected each time to ensure that the model performs stably on different data subsets.

[0112] In the above embodiment, when the system records that the container is at task node 1-2 or task node 2-2, it updates the relevant features of the model through real-time collected data such as container priority, current queue length of the lock station, and expected driving path length of the IGV. The model uses multiple independently trained decision trees to increase the diversity of predictions and reduce the risk of overfitting by randomly selecting subsets of input features and bootstrap sampling of data. When new data is input, the model updates the model parameters and adjusts the structure of the decision tree based on feedback from actual operations, and calculates the degree of matching between the current IGV and each lock station in real time. Based on the results of the model prediction, the IGV is dynamically assigned the most efficient lock station. Specifically, a random forest model is used to calculate the efficiency score of each lock station for the current IGV, and the score S can be defined as:

[0113] S(i, j) = f(X {i，j} )

[0114] Among them, i refers to the current container, j is the lock station that the container can use, and X {i，j} The input features are composed of the following feature vectors:

[0115] X i，j =[w1·l i，j , w2·q j , e i , t j ]

[0116] Among them, l i，j is the path length from container i to lock station j, q j is the queue length at lock station j, e i is the task priority code of container i, t j is the type code of lock station j; w1 and w2 are weights used to adjust the impact of path length and queue length.

[0117] To overcome the long detours caused by a single lock station layout, this invention integrates two lock station arrangements: parallel to the shoreline and perpendicular to the shoreline. While retaining some horizontal lock stations, the introduction of vertical lock stations allows some vehicles to operate directly perpendicular to the shoreline, significantly shortening transport distances. Furthermore, this hybrid lock station layout allows vehicles to flexibly select a lock station based on their current and target locations, significantly improving vehicle turnover. By optimizing the lock station layout, the demand for longitudinal land at the terminal is reduced, thereby improving the utilization of the terminal's frontage land.

[0118] It should be pointed out that, according to the needs of implementation, the various steps / components described in this application can be split into more steps / components, or two or more steps / components or partial operations of steps / components can be combined into new steps / components to achieve the purpose of the present invention.

[0119] It will be easily understood by those skilled in the art that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A full-chain automated operation system for container terminals considering mixed lock stations, characterized in that: include: Full-chain automated operation control module, automated equipment interlocking control module, and mixed lock station allocation module; The automation equipment interlocking control module implements an automation equipment interlocking mechanism based on two types of automated locking stations arranged in a mixed manner, parallel to and perpendicular to the shoreline, at the front area of ​​the terminal. The two types of automated locking stations include a vertical shoreline automated locking station and a horizontal shoreline automated locking station. The automation equipment interlocking mechanism includes an automation equipment status and an automation equipment interlocking strategy. The full-chain automated operation control module is used to implement the import container unloading process and the export container loading process, and introduces the automated equipment interlocking mechanism into the operation process to achieve automatic and decoupled operation of the equipment by real-time monitoring of container task nodes and equipment operation status; The hybrid lock station allocation module is used to dynamically schedule IGVs to select the lock station with the highest current efficiency using an IGV scheduling strategy based on a random forest model; The full-chain automated operation control module is used to implement the import container unloading process, specifically including: The automated single-trolley quay crane and IGV receive the task instruction and enter the interlocking state; The automated single-trolley quay crane takes the container from the target bay of the ship. The IGV runs to the operating position within the span of the automated single-trolley quay crane and interacts with the automated single-trolley quay crane to take the container. After the operation is completed, the interlocking state is released; The IGV with the container drives out of the automated single-trolley quay crane operation area and reports and updates the import container task node; Determine whether the import container needs to be unlocked. If so, report and wait for the lock station to assign it. If not, jump to the step where the automated tire-type yard crane receives the task instruction and enters the interlocking state with the IGV; The IGV carries the imported container to the target lock station and goes to the padlock buffer lane to wait for the lock to be removed; The IGV carries the import container into the target lock station to complete the unlocking operation. After the operation is completed, the import container task node is reported and updated; The automated tire-type field crane receives the task instruction and enters the interlocking state with the IGV; The IGV carries the imported container to the target loading and unloading point in the yard. The yard crane runs to the target loading and unloading point and interacts with the IGV to retrieve the container. After the operation is completed, the interlocking state is released; The yard crane places the import container at the target container area and reports and updates the import container task node; The automation equipment interlocking strategy includes: Sending task signals to the equipment according to the task nodes of the container; After receiving the task signal, the idle device enters the locked state and performs the corresponding operation according to the task instruction; After receiving the task, the device moves to the interlocking area, switches to the interlocking state, and prepares to perform synchronous operations with the interactive device specified in the task; After the equipment completes the synchronization operation, it reports the current location of the container and the completed task nodes, and leaves the interlocking area; Update the container task node based on the information reported by the device and prepare to dispatch the next operation instruction; When the equipment leaves the interlocking area, the interlocking state is released and the equipment is judged to see whether it is carrying a container. If it is, the equipment enters the locked state and reports the current location of the container and the task node to trigger the next operation instruction. If no container is loaded, the device enters the idle state and prepares to receive a new task signal.

2. The system according to claim 1, wherein: The full-chain automated operation control module is used to implement the export container loading process, specifically including: The automated tire-type field crane and IGV receive the task instruction and enter the interlocking state; The automated tire-type yard crane runs to the target export container area to pick up the container, and then carries the export container to the target loading and unloading point in the yard; The IGV runs to the target loading and unloading point and interacts with the automated tire-type yard crane to take the box. After the operation is completed, the interlocking state is released; The IGV carries the export container out of the yard and reports and updates the export container task node; Determine whether the export container needs a padlock. If so, report and wait for the lock station to assign it. If not, the automated single-trolley quay crane receives the task instruction and enters the interlocking state with the IGV. The IGV carries the export box to the target lock station and runs to the padlock release buffer lane to wait for padlocking; The IGV carries the export box into the target locking station to complete the padlocking operation and report and update the export container task node; The IGV carries the export box to the target quay crane span operation position and interacts with the quay crane to take the box. After the operation is completed, the equipment releases the interlocking state; The quay crane will lift the export container to the ship's target bay and report and update the export container task node.

3. The system according to claim 2, characterized in that The definition of the import container and export container task nodes is: Node 1-1: The container is on board the ship and needs to be transferred to the IGV via the quay crane equipment; Node 1-2: The container is loaded on the IGV and needs to go to the locking station to complete the unlocking operation; Node 1-3: The container is loaded on the IGV and needs to be stored in the target container area of ​​the yard via the yard crane equipment; Node 2-1: The container is located in the yard and needs to be transferred to the IGV via the yard crane equipment; Node 2-2: The container is loaded on the IGV and needs to go to the locking station to complete the padlocking operation; Node 2-3: The container is loaded on the IGV and needs to be stored at the target bay of the ship via the quay crane equipment.

4. The system according to claim 3, characterized in that The interlocking area is set near the operating position within the quay crane span and the loading and unloading point in the yard, and sensors are installed at the entrance and exit of the interlocking area and key positions of the automation equipment to detect the relative position of the automation equipment and the container and the entry and exit of the equipment into and out of the interlocking area.

5. The system according to claim 4, characterized in that The horizontal shoreline automated locking station includes a transverse unpadlocking operation lane and a transverse unpadlocking buffer lane, and the horizontal direction locking station is arranged on the transverse unpadlocking operation lane; the vertical shoreline automated locking station is respectively arranged at the entrance and exit of the container yard, including a longitudinal unpadlocking operation lane and a longitudinal unpadlocking buffer lane, and the vertical direction locking station is arranged on the longitudinal unpadlocking operation lane; the unpadlocking buffer lane is located on both sides of the operation lane for storing containers to be unlocked; Among them, the vertical locking station has a higher priority than the horizontal locking station; the vertical locking station at the yard entrance is only for unlocking containers in the unloading process, and the vertical locking station at the yard exit is only for padlocking containers in the loading process.

6. The system according to claim 5, characterized in that The hybrid lock station allocation module is specifically used to obtain the container task priority and the current position of the IGV when the container is located at task node 1-2 or task node 2-2, and record the current queue length of each lock station; Calculate the estimated travel length between the IGV and each lock station, and between the lock station and the next target operation point of the container; Based on the random forest model, the efficiency score of each lock station is calculated to form a lock station efficiency list; Based on the lock station efficiency list, the IGV is matched with the lock station with the highest efficiency.

7. The system according to claim 6, characterized in that The efficiency score of each lock station is calculated based on the random forest model, including: Collect data related to IGV lock station scheduling and input the data points as features into the random forest model. Use a weighted combination of the driving path length, the current queue length of each lock station, and the encoding of the container task priority and lock station type as input features, and normalize the features. Using the normalized features, we use The random forest model is trained by the fold cross-validation method to predict the efficiency score of the lock station for the current IGV.

8. The system according to claim 7, characterized in that Depend on Calculate the efficiency score of each lock station for the current IGV ,in, Refers to the current container, It is a lock station that can be used by containers. are input features, , It's a container To the lock station The path length, It's a lock station The queue length, It's a container The task priority code, It's a lock station Type code, and is the weight.

Images