Operation method and system for improving cooperative work efficiency of wharf outward dragging and rail-mounted gantry crane

Abstract

The invention provides an operation method for improving the cooperative work efficiency of a wharf outer towing device and a rail-mounted gantry crane, which comprises the following steps: the outer towing device enters a gate and obtains a positioning and information communication device, the outer towing device obtains a route and an indication task of a trailer of a TOS system to a specified interaction area through the communication device, and then the outer towing device enters the interaction area; when external dragging meets operation conditions in the interaction area, the BMS informs the TOS system, and the TOS system prompts that the trailer is allowed to enter the interaction area through the communication device; after the trailer enters the interaction area, the TOS system prompts the trailer to be allowed to enter a target position of the interaction area through the communication device; the TOS system transmits the real-time accurate position of the trailer to the BMS system and informs the BMS system of information that the trailer has working conditions; and the BMS system controls the specified rail-mounted gantry crane to cooperate with the trailer under the rail-mounted gantry crane to perform collaborative operation. The invention further provides an operation system for improving the cooperative work efficiency of the wharf outer towing device and the rail-mounted gantry crane. According to the invention, the working efficiency and the collaborative operation efficiency of the outward towing and the rail-mounted crane in the automatic wharf are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of automated wharf transportation and collaborative operation control, and in particular to an operation method and system for improving the collaborative working efficiency between a wharf outrigger and a rail crane. Background Art

[0002] At automated terminals, most external trailers (referred to as "external trailers") are used to collect and place containers. Currently, most of them adopt the interactive zone operation process, and some terminals also adopt limited mixed operation (external trailers and IGVs travel in the same area at different times). Compared with the terminal's own horizontal transportation equipment, before the rail crane operates on the external trailer (the rail crane can only detect the trailer directly below), it is impossible to determine whether the trailer has arrived at the operation position and whether the trailer has gone to the wrong position due to the inability to accurately locate it. There are also a series of problems such as trailers that have not started to interact blocking other trailers that are interacting, and even drivers falling asleep in the interactive zone, and drivers playing with mobile phones and not hearing operating instructions, which leads to low operating efficiency of rail cranes and external trailers in the interactive zone. Based on the above problems, some automated terminals have adopted a control mode of setting RFID cards, and use RFID wireless card readers to read the relative position of trailers that have received RFID cards. This control mode has the following disadvantages: 1). The investment cost is high. If the same accuracy requirement is to be achieved, a large number of RFID readers and writers with considerable complexity need to be deployed; 2). The positioning accuracy is low. For example, if one reader is installed at a distance of 10 meters, the accuracy is only 5 meters (1 / 2 of 10 meters). Only one RFID identification system is designed that does not determine within this 5-meter area, that is, the RFID identification system cannot accurately locate; 3). RFID cards have the disadvantage of signal attenuation, which makes it difficult to ensure the quality of communication; 4). RFID positioning accuracy is not high; 5). Communication other than position detection is not possible. In addition, other existing positioning methods also have various disadvantages, such as: UWB cannot block signals, Bluetooth has poor anti-interference, WIFI has regional restrictions, is easily interfered with, and is not supported by some foreign brand mobile phones, and on-site manual communication with drivers consumes manpower and has poor communication efficiency. Summary of the invention

[0003] In view of this, it is necessary to propose an operating method and system for improving the collaborative working efficiency of the terminal tug and rail crane in order to overcome some shortcomings of the above-mentioned background technology and solve the following technical problems: how to improve the working efficiency and collaborative working efficiency of the tug and rail crane in the automated terminal.

[0004] To achieve the above object, the present invention adopts the following technical solutions:

[0005] The present invention proposes an operation method for improving the efficiency of the coordinated work between a wharf tug and a rail crane, which is applied to an automated wharf including a plurality of tugs, a plurality of rail cranes, a plurality of movable positioning and information communication devices, a wharf dispatching system TOS and a rail crane management system BMS. The rail crane and the corresponding tug form an interactive area at a physical position for mutually coordinated operation. The automated wharf is provided with a plurality of gates for releasing the tugs. The wharf dispatching system TOS communicates with the rail crane management system BMS and the positioning and information communication devices respectively. The rail crane management system BMS controls the movement of the rail crane. The operation method is characterized in that the operation method comprises the following steps executed in sequence:

[0006] Step S1, the trailer enters the gate and obtains the positioning and information communication device. The trailer obtains the route and instruction task of the trailer to the designated interactive area from the terminal dispatching system TOS through the positioning and information communication device, and then enters the interactive area;

[0007] Step S2, when the external trailer meets the operating conditions in the interactive area, the rail crane management system BMS notifies the terminal dispatching system TOS, and the terminal dispatching system TOS prompts the trailer to enter the interactive area through the positioning and information communication device;

[0008] Step S3, after the trailer enters the interactive area, the terminal dispatching system TOS prompts the trailer to enter the target position of the interactive area through the positioning and information communication device;

[0009] Step S4, the terminal dispatching system TOS transmits the real-time and accurate position of the trailer to the rail crane management system BMS, and notifies the rail crane management system BMS of the information that the trailer has met the operating conditions;

[0010] Step S5, the rail crane management system BMS controls the designated rail crane to cooperate with the trailer under the rail crane to perform collaborative operations.

[0011] Furthermore, step S1 includes the following sub-steps:

[0012] Step S11, when the external tow vehicle enters the gate, obtain the positioning and information communication device;

[0013] Step S12, binding the positioning and information communication device to the external device in a one-to-one correspondence;

[0014] Step S13, feeding back the satellite positioning information of the outboard towing to the terminal dispatching system TOS through the positioning and information communication device;

[0015] Step S14, convey the cabinet number information of the cabinet to be picked up or received by dragging outward through the positioning and information communication device, and notify the terminal dispatching system TOS after completion;

[0016] Step S15, the terminal dispatching system TOS transmits the yard number and the bay number information to the outboard tug via the positioning and information communication device, generates a planned path for the outboard tug to enter the yard, and then transmits the planned path to the outboard tug via the positioning and information communication device;

[0017] Step S16: Drag outward to the interactive area according to the planned path.

[0018] Further, in step S16, when it is determined based on the positioning information of the positioning and information communication device whether the towing stop time exceeds a threshold and has not entered the designated area, the positioning and information communication device is used to remind the driver to continue moving forward; otherwise, the positioning information of the positioning and information communication device is continuously detected until the towing enters the interactive area.

[0019] Further, in step S16, when the positioning and information communication device detects that the actual path does not match the planned path, the positioning and information communication device reminds the driver to drive onto the planned path;

[0020] In step S16, when the outrigger is running normally, the positioning and information communication device notifies the outrigger driver of navigation information based on the current positioning information of the outrigger.

[0021] Further, in S5, the designated rail crane is an idle rail crane or a rail crane that has finished interacting with the upper stage trailer.

[0022] Furthermore, the automated terminal is also provided with an RTK differential base station; the positioning and information communication device is a vehicle-mounted satellite differential positioning integrated device; the positioning and information communication device includes a positioning function module, a voice broadcast module and a wireless communication module.

[0023] Further, when the number of gates set at the same entrance of the terminal is equal to three, in step S1, after the outrigger enters the first gate, the ID information and container ID information of the outrigger are collected; when the outrigger arrives at the second gate, the driver's identity information is collected to determine whether the outrigger meets the release conditions. If so, the driver is allowed to collect the positioning and information communication device and the second gate is controlled to release it, otherwise the outrigger is refused to enter the second gate; when the outrigger arrives at the third gate, it is determined whether the interaction area has reached the limit of the number of outriggers and the outrigger operation is not currently scheduled, otherwise the driver is notified through the positioning and information communication device to drive the vehicle to the terminal driving buffer zone, if so, the third gate is controlled to release it, and after the outrigger passes through the third gate, it is guided into the interaction area.

[0024] Furthermore, in step S1, the terminal dispatching system TOS plans the route of the towing vehicle to the designated interaction area according to a rail crane logic algorithm based on the two-stream theory, so as to obtain the optimal path for multiple operation requirements.

[0025] Furthermore, the execution process of the logic algorithm for dispatching rail cranes corresponding to the second-stream theory is as follows: arranging the operation sequence of rail cranes according to the principle of proximity of external towing operation locations and the principle of first come first served;

[0026] A scoring mechanism is required to meet the principle of proximity to the towing operation location and the first-come-first-served principle; the implementation process of the scoring mechanism is as follows: each towing machine has an original score, and points are added or subtracted and weights are assigned according to different towing situations. Whenever the rail crane completes a task, the scores of all towing machines are sorted, and the next task of the designated rail crane is assigned to the towing machine with the largest score.

[0027] The present invention proposes an operation system for improving the collaborative working efficiency of a dock tug and a rail crane, comprising:

[0028] Several external trailers are used to enter the gate and obtain positioning and information communication devices by the driver, and then enter the interactive area;

[0029] Several rail cranes, the rail cranes and the corresponding external trailers form an interactive area at a physical location for mutual collaborative operation;

[0030] Several movable positioning and information communication devices are used to locate the trailer and obtain the route and instruction tasks of the trailer to the designated interactive area from the terminal dispatching system TOS; the positioning and information communication device is a vehicle-mounted satellite differential positioning integrated device; the positioning and information communication device includes a positioning function module, a voice broadcast module and a wireless communication module;

[0031] The terminal dispatching system TOS communicates with the rail crane management system BMS and the positioning and information communication device respectively. The terminal dispatching system TOS prompts the trailer to enter the interactive area through the positioning and information communication device. After the trailer enters the interactive area, the terminal dispatching system TOS prompts the trailer to enter the target position of the interactive area through the positioning and information communication device. The terminal dispatching system TOS transmits the real-time and accurate position of the trailer to the rail crane management system BMS, and notifies the rail crane management system BMS of the information that the trailer has met the operating conditions;

[0032] The rail crane management system BMS is used to notify the terminal dispatching system TOS when the external trailer meets the operating conditions in the interactive area, and control the designated rail crane to cooperate with the trailer under the rail crane to perform collaborative operations;

[0033] RTK differential base station, used to achieve precise positioning of positioning and information communication devices;

[0034] Gate, used to drag and drop rows outside the.

[0035] The beneficial effects of the present invention are:

[0036] The present invention can overcome the problem that the trailer cannot obtain clear real-time guidance before and after entering the interactive area, shortens the repeated path of the rail crane and the waiting time of the trailer, greatly improves the efficiency of the coordinated work between the terminal's external towing and the rail crane, and greatly reduces the operating cost of the automated terminal; the present invention can make the interaction between the trailer and the rail crane smoother and make the rail crane scheduling more reasonable by guiding the trailer entering the interactive area throughout the process; the present invention can achieve efficient guidance of the trailer in different terminal areas by judging the vehicle's driving position, confirming the position of the external towing in the interactive area, and reporting the route and instruction tasks of the trailer to the designated interactive area, thereby providing a basis for quickly entering the stage of coordinated work between the external towing and the rail crane. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 A work flow chart of an operation method for improving the collaborative working efficiency of a dock tug and a rail crane according to the present invention;

[0038] Figure 2 This is a structural principle diagram of an operating system for improving the collaborative working efficiency of a dock tug and a rail crane according to the present invention;

[0039] Figure 3 A schematic diagram of a top view of an area structure of an interaction zone formed at a physical position where a rail crane and a corresponding external trailer cooperate with each other in the present invention;

[0040] Figure 4 It is a schematic diagram of the top view of the regional structure of multiple rail cranes and the interaction area involved in the present invention;

[0041] Figure 5 The present invention is a schematic diagram of the regional structure when viewed from above of the automated wharf. DETAILED DESCRIPTION

[0042] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be further clearly and completely described in combination with the embodiments of the present invention. It should be noted that the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0043] It should be understood that the directions or positional relationships indicated by terms such as "upper", "lower", "front", "back", "left", and "right" are based on the directions or positional relationships shown in the accompanying drawings and are only for the convenience of describing the present invention and simplifying the description. They do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, they should not be understood as limitations on the present invention.

[0044] The terms "first", "second", "third", "fourth", etc. are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the definition of "first", "second", "third", "fourth" features may explicitly or implicitly include one or more of the features.

[0045] Example 1

[0046] like Figure 1 As shown:

[0047] The present invention proposes an operation method for improving the efficiency of the coordinated work between a wharf tug and a rail crane, which is applied to an automated wharf including a plurality of tugs, a plurality of rail cranes, a plurality of movable positioning and information communication devices, a wharf dispatching system TOS and a rail crane management system BMS. The rail crane and the corresponding tug form an interactive area at a physical position for mutually coordinated operation. The automated wharf is provided with a plurality of gates for releasing the tugs. The wharf dispatching system TOS communicates with the rail crane management system BMS and the positioning and information communication devices respectively. The rail crane management system BMS controls the movement of the rail crane. The operation method is characterized in that the operation method comprises the following steps executed in sequence:

[0048] Step S1, the trailer enters the gate and obtains the positioning and information communication device. The trailer obtains the route and instruction task of the trailer to the designated interactive area from the terminal dispatching system TOS through the positioning and information communication device, and then enters the interactive area;

[0049] Step S2, when the external trailer meets the operating conditions in the interactive area, the rail crane management system BMS notifies the terminal dispatching system TOS, and the terminal dispatching system TOS prompts the trailer to enter the interactive area through the positioning and information communication device;

[0050] Step S3, after the trailer enters the interactive area, the terminal dispatching system TOS prompts the trailer to enter the target position of the interactive area through the positioning and information communication device;

[0051] Step S4, the terminal dispatching system TOS transmits the real-time and accurate position of the trailer to the rail crane management system BMS, and notifies the rail crane management system BMS of the information that the trailer has met the operating conditions;

[0052] Step S5, the rail crane management system BMS controls the designated rail crane to cooperate with the trailer under the rail crane to perform collaborative operations.

[0053] Example 2

[0054] Embodiment 2 is a further optimized design of Embodiment 1;

[0055] In S5, the designated rail crane is an idle rail crane or a rail crane that has finished interacting with the upper stage trailer.

[0056] Example 3

[0057] Embodiment 3 is a further optimized design of Embodiment 1;

[0058] The automated terminal is also equipped with an RTK differential base station; the positioning and information communication device is a vehicle-mounted satellite differential positioning integrated machine; the positioning and information communication device includes a positioning function module, a voice broadcast module and a wireless communication module. The positioning function module includes a satellite positioning submodule, a differential positioning module and a base station positioning module. The wireless communication module includes a 4G / 5G base station communication submodule. This embodiment can achieve real-time and accurate positioning through the positioning and information communication device, with small positioning error, and can have a voice call with the driver.

[0059] Example 4

[0060] Embodiment 4 is an optimized design scheme of any one of Embodiments 1 to 3;

[0061] Step S1 includes the following sub-steps:

[0062] Step S11, when the external tow vehicle enters the gate, obtain the positioning and information communication device;

[0063] Step S12, binding the positioning and information communication device to the external device in a one-to-one correspondence;

[0064] Step S13, feeding back the satellite positioning information of the outboard towing to the terminal dispatching system TOS through the positioning and information communication device;

[0065] Step S14, convey the cabinet number information of the cabinet to be picked up or received by dragging outward through the positioning and information communication device, and notify the terminal dispatching system TOS after completion;

[0066] Step S15, the terminal dispatching system TOS transmits the yard number and the bay number information to the outboard tug via the positioning and information communication device, generates a planned path for the outboard tug to enter the yard, and then transmits the planned path to the outboard tug via the positioning and information communication device;

[0067] Step S16: Drag outward to the interactive area according to the planned path.

[0068] Optimally, in step S16, when it is determined based on the positioning information of the positioning and information communication device whether the towing stop time exceeds a threshold and has not entered the designated area, the positioning and information communication device is used to remind the driver to continue moving forward; otherwise, the positioning information of the positioning and information communication device is continuously detected until the towing enters the interactive area.

[0069] Optimally, in step S16, when the positioning and information communication device detects that the actual path does not match the planned path, the positioning and information communication device reminds the driver to drive onto the planned path;

[0070] In step S16, when the outrigger is running normally, the positioning and information communication device notifies the outrigger driver of navigation information based on the current positioning information of the outrigger.

[0071] Example 5

[0072] Embodiment 5 is an optimized design scheme of any one of Embodiments 1 to 3;

[0073] When the number of gates set at the same entrance of the terminal is equal to three, in step S1, after the outrigger enters the first gate, the ID information of the outrigger and the ID information of the container are collected; when the outrigger arrives at the second gate, the driver's identity information is collected to determine whether the outrigger meets the release conditions. If so, the driver is allowed to collect the positioning and information communication device and the second gate is controlled to release it, otherwise the outrigger is refused to enter the second gate; when the outrigger arrives at the third gate, it is determined whether the interaction area has reached the limit of the number of outriggers and the outrigger operation is not currently scheduled, otherwise the driver is notified through the positioning and information communication device to drive the vehicle to the terminal driving buffer zone, if so, the third gate is controlled to release it, and after the outrigger passes through the third gate, it is guided into the interaction area.

[0074] Specifically, when the outboard trailer enters the first gate, its vehicle ID information and container ID information are collected, and at the same time, the driver automatically receives a positioning and information communication device (specifically a Beidou positioning integrated machine) at the second gate, which has positioning and voice transmission functions, including wireless communication and voice communication; when the outboard trailer enters the second gate, the gate collects the driver's identity information and determines whether the release conditions are met. If so, the second gate is controlled to release it, otherwise the outboard trailer is refused to enter the second gate; when the outboard trailer enters the third gate, the gate determines whether the driving operation interaction area has reached the limit for accommodating the number of outboard trailers (for example, 18 vehicles) and the outboard trailer operation is not currently scheduled. If so, the driver is notified to drive the vehicle to the terminal driving buffer zone, otherwise the third gate is controlled to release it; after passing the third gate, the driver enters the interaction area. At this time, the positioning and information communication device enters the activation state, and the real-time Beidou positioning of the vehicle is fed back to the server and finally to the terminal dispatching system TOS. The terminal dispatching system TOS gives its yard number and bay number, and generates a planned path for the external towing to enter the yard. At the same time, the terminal dispatching system TOS generates the command of the task to the rail crane management system BMS, and the rail crane management system BMS sends the rail crane to the corresponding position; the terminal dispatching system TOS sends the command to the loudspeaker to start reminding the driver to drive according to the voice prompt; when the external towing stops for more than a period of time (for example, 60s) and does not enter the designated area, the positioning and information communication device detects that the satellite positioning position has not changed, and automatically broadcasts a voice reminder in time; when the positioning and information communication device detects that the actual path does not match the path planned by the terminal dispatching system TOS (the vehicle satellite positioning center is off When the trailer is more than 10m away from the path, that is, when the trailer goes the wrong way, the automatic voice broadcast reminds the driver to turn around and return to the planned path; when driving normally, according to the current satellite positioning position of the trailer, the positioning and information communication device will inform the driver of the trailer to change lanes, turn and other guidance information in advance (for example, 10s) by voice; when the target position rail crane is idle or has ended the interaction with the trailer on the platform, the rail crane management system BMS will feedback the rail crane information to the terminal dispatching system TOS, and then the terminal dispatching system TOS will send instructions to the positioning and information communication device, and the voice prompts the trailer to enter the interaction area; after the trailer enters the interaction area, the positioning and information communication device will voice guide the driver to drive to the target position, and transmit the real-time precise position to the rail crane management system BMS, informing the rail crane management system BMS that the trailer has the operating conditions and can be dispatched for double-cantilever rail crane operation. At the same time, the driver is informed of the operation information and queuing status; before the rail crane guides the trailer to accurately position, the voice reminds the driver to be ready; during the guidance process, the driver is guided to operate according to the laser scanning data of the rail crane on the trailer; when the operation is completed and the driver leaves the terminal, the positioning and information communication device is returned at the exit gate.

[0075] Example 6

[0076] Embodiment 6 is an optimized design scheme of any one of Embodiments 1 to 5;

[0077] In step S1, the terminal dispatching system TOS plans the route of the towing vehicle to the designated interaction area according to a two-stream theory-based rail crane dispatching logic algorithm, so as to obtain the optimal path for multiple operation requirements.

[0078] Optimally, the execution process of the rail crane dispatching logic algorithm corresponding to the second-stream theory is: arrange the rail crane operation sequence according to the principle of proximity to the external towing operation location and the principle of first come first served.

[0079] Optimally, a scoring mechanism needs to be implemented to meet the principle of proximity to the towing operation location and the first-come-first-served principle; the implementation process of the scoring mechanism is as follows: each towing machine has an original score, and points are added or subtracted and weights are assigned according to different towing situations. Whenever the rail crane completes a task, the scores of all towing machines are sorted, and the next task of the designated rail crane is assigned to the towing machine with the largest score.

[0080] Specifically, Figure 3 , Figure 4 , Figure 5 As shown in the figure, the terminal dispatching system TOS uses the two-stream theory to dispatch rail cranes and the logic algorithm to seek the optimal path solution for multiple operation requirements. The operation sequence of rail cranes is mainly arranged according to the principle of proximity of the external towing operation location and the principle of first come first served. The details are as follows:

[0081] A scoring mechanism is adopted, with each towing unit having an original score of 500. The terminal dispatching system TOS adds or subtracts points and assigns weights according to different towing situations. Whenever the rail crane completes a task, the terminal dispatching system TOS sorts the scores of all towing units. Generally, the towing unit with the highest score is the next task for the rail crane.

[0082] Fraction addition and subtraction:

[0083] 1. The distance D between the target position and the track crane is a deduction mechanism, and 5 points will be deducted for every 1 dB increase in distance;

[0084] 2. Sequence value: The first vehicle entering the interactive area every day is assigned 500 points, and the score of the trailer entering the interactive area later is always 0.1 points less than the previous trailer, that is, first come first served; at 24:00 every day, the last two digits of the initial values ​​of all vehicles entering the third-level gate in the interactive area are extracted plus the original value (500) as the current sequence value of the vehicle. For example, the original sequence value of a vehicle is 459, and the new sequence value is 559; then the terminal dispatching system TOS automatically resets to zero and recycles the vehicles entering the interactive area the next day; 5,000 vehicles can be accommodated in one day, and the score of the nth vehicle should be reduced by 0.1 (n-1);

[0085] 3. After each operation of the rail crane, the terminal dispatching system TOS judges and scores the distance Y that the external towing in the interactive area needs to travel from the target position. The score is included in the total score as the vehicle dynamic score; the judgment starts from 10m away from the target position, and 5 points are added for every 1m closer to the target position. The highest score is given when the vehicle is in place. The score and distance are linearly related, and the formula is as follows:

[0086] S=5(10-Y)

[0087] Where S is the dynamic score, Y is the distance from the target position to the external trailer, Y∈[0,20]; (the real-time position of the trailer is involved in the priority score calculation)

[0088] Weight adjustment class:

[0089] 1. When the waiting time t for external towing exceeds 30 minutes, the weight W increases by 0.1 for every 10 minutes, W = [(t-30) / 10*0.1+1].

[0090] 2. Adjust the central control priority and directly assign weight W∈[1,3];

[0091] From the above, we can get the total score formula for external drag:

[0092] Score=(500-5D+S-0.1(n-1))×W

[0093] When any rail crane completes its operation, the terminal dispatching system TOS recalculates the next task of the current three rail cranes, obtains the real-time position of the towing from the server, and the towing that is 10m away from the target position is also considered in place. Each rail crane scores all the towing in place, gets the towing with the highest score, and takes it as the next task. The main factor affecting the towing score is the distance from the rail crane, which is consistent with the principle of general proximity operation;

[0094] It should be noted that local optimality does not mean overall optimality, and the proximity principle is not necessarily the optimal solution, as explained below (single-track operation algorithm):

[0095] If the rail crane is at 100 degrees, the target position of external towing A is on the left side of the rail crane, and the target positions of external towing B, C, D, and E are 101, 102, 103, 104...100+d. At this time, the target positions on the right are arranged continuously, and there is a single operating target position on the left. The optimal strategy is:

[0096] Suppose the target position of the external tow vehicle A is X meters away from the track crane.

[0097] The operating conditions are as follows:

[0098] Condition ① When the working position X>d (such as Figure 3 When performing the right-side position, the left-side position should be done last.

[0099] (For example: Let X = 4, d = 3, the distance from left first then right is 4×2+3=11, and the distance from right first then left is 3×2+4=10. Since 11>10, the optimal solution is right first then left.)

[0100] Condition ② When the working position X = d (such as Figure 3 When the left and right sides are done in sequence, the same is true.

[0101] (For example: Let X = d = 4, the distance from left to right is 4×2+4=12, and the distance from right to left is 4×2+4=12. Since the results are the same, it doesn't matter whether you do it in order on the left or right side.)

[0102] Condition ③ When the working position X<d (such as Figure 3 When doing the left side position, the right side position should be done first.

[0103] (For example: Let X = 4, d = 5, the distance from left first then right is 4×2+5=13, and the distance from right first then left is 5×2+4=14. Since 13<14, the optimal solution is left first then right.)

[0104] Therefore, the rail crane generally adopts the principle of proximity, that is, it first goes to the bay that is close to itself. When there are tasks in the consecutive bays that are close to it and the longest distance (the distance from the farthest bay to the rail crane in the consecutive bays) exceeds the bay that is far away from itself, that is, when condition ③ is met, the rail crane will prioritize the farthest bay, and then turn around to go to the consecutive bays. Thus, the operation control rule is obtained: the operation direction of the rail crane is the direction closest to the rail crane among the farthest target positions on the left and right sides.

[0105] Optimal solution for multi-track crane operation tasks:

[0106] The simultaneous operation of multiple rail cranes follows the principle of minimizing the rail crane operation time, and the minimization of the rail crane operation time requires the shortest rail crane path.

[0107] The premise and rules of the present invention:

[0108] like Figure 4 As shown, the operating range of the rail crane is: rail crane 301: 220-373 Bei, rail crane 302: 90-355 Bei, rail crane 303: 1-268 Bei;

[0109] To ensure service and operational efficiency, towing tasks are generally evenly distributed among three rail cranes.

[0110] The end positions of track crane 301 and track crane 303 (range 5 Bei) belong to the exclusive area. Without special circumstances, the middle track crane 302 will not operate.

[0111] Double-track operation (both within the operable bay):

[0112] Its operating conditions also include condition ④: when the tasks are concentrated in the middle of the two rail cranes, the interval between the two rail cranes is an even number 2n. At this time, the number of tasks in the middle is evenly divided, and the interval is an odd number 2n+1. After the middle tasks are evenly divided, the rail crane closest to the remaining task (<1 / 2d) completes the last task in the middle.

[0113] When the task is outside the two-track crane, the decision is made according to the previous single-track algorithm conditions ①②③. The intermediate task is decided according to the above condition ④.

[0114] Three-track operation (all within the operable bay):

[0115] All tracks are equally divided, and the number of tasks for most tracks is [n / 3],

[0116] When n=3k (k is a natural number), the total task is evenly divided and allocated to each track in the order of proximity.

[0117] When n=3k+1, according to the requirement of average distribution of trailers, we can get the combination of k, k+1, k, among which one task of the middle k+1 task can be assigned to the two side tracks or done by itself. The specific analysis is as follows:

[0118] In fact, in order to minimize the total trailer stop time, the middle track must have at least k tasks, that is, the middle track model has k+1 tasks. There are only two uncertain tasks (external towing A and external towing B), and at least one of them must be completed by the middle track, and the remaining one must be completed by the two side tracks. That is, the task model is simplified to the problem of three tracks with two boxes, as shown in Figure 4 .

[0119] Working condition ⑤: There is a situation where the rail crane 302 is closer to the external tow A or external tow B: When the rail crane 302 is closer to the external tow B than the rail crane 301 and the rail crane 302 is closer to the external tow A than the rail crane 303, the closer direction is selected to perform the dual-track algorithm of condition ④. At the same time, it is considered that the position of the rail crane 302 is updated to the target position, and then the dual-track algorithm of condition ④ is performed for the remaining tasks.

[0120] Working condition ⑥: There is no situation where the rail crane 302 is closer to the outer tow A and closer to the outer tow B. Since at least one rail crane 302 is required, compare the distance from the rail crane 302 to the outer tow A + the distance from the rail crane 301 to the outer tow B with the distance from the rail crane 302 to the outer tow B + the distance from the rail crane 303 to the outer tow A, and choose the one with the smaller distance.

[0121] When n=3k+2, we can get the combination of k, k+2, k. The two tasks in the middle k+2 can be assigned to the two side tracks or done by ourselves. The specific analysis is as follows:

[0122] In fact, in order to minimize the total trailer stop time, at least k tasks are required on the middle track, that is, the middle track model has k+2 tasks. There are only the first and last two uncertain tasks (A and B), that is, the task model is simplified to the problem of three tracks with two boxes. This situation is handled according to condition ⑤.

[0123] Example 7

[0124] like Figure 2 , Figure 5 As shown:

[0125] The present invention proposes an operation system for improving the collaborative working efficiency of a dock tug and a rail crane, comprising:

[0126] Several external trailers are used to enter the gate and obtain positioning and information communication devices by the driver, and then enter the interactive area;

[0127] Several rail cranes, the rail cranes and the corresponding external trailers form an interactive area at a physical location for mutual collaborative operation;

[0128] Several movable positioning and information communication devices are used to locate the trailer and obtain the route and instruction tasks of the trailer to the designated interactive area from the terminal dispatching system TOS; the positioning and information communication device is a vehicle-mounted satellite differential positioning integrated device; the positioning and information communication device includes a positioning function module, a voice broadcast module and a wireless communication module;

[0129] The terminal dispatching system TOS communicates with the rail crane management system BMS and the positioning and information communication device respectively. The terminal dispatching system TOS prompts the trailer to enter the interactive area through the positioning and information communication device. After the trailer enters the interactive area, the terminal dispatching system TOS prompts the trailer to enter the target position of the interactive area through the positioning and information communication device. The terminal dispatching system TOS transmits the real-time and accurate position of the trailer to the rail crane management system BMS, and notifies the rail crane management system BMS of the information that the trailer has met the operating conditions;

[0130] The rail crane management system BMS is used to notify the terminal dispatching system TOS when the external trailer meets the operating conditions in the interactive area, and control the designated rail crane to cooperate with the trailer under the rail crane to perform collaborative operations;

[0131] RTK differential base station, used to achieve precise positioning of positioning and information communication devices;

[0132] Gate, used to drag and drop rows outside the.

[0133] Specifically, the positioning and information communication device implements voice guidance according to different areas and adopts satellite differential positioning. The positioning and information communication device includes a satellite unit, a wireless communication unit, an RTK differential service unit, a 4G / 5G service unit and a speaker; the positioning and information communication device has a satellite differential positioning function, its signal coverage is good, signal blocking can be accepted, and the hardware cost is low; the positioning and information communication device has high positioning accuracy, which belongs to centimeter-level positioning, with small error, and can judge the driving posture of the vehicle, which is suitable for towing and confirming the position outside the interactive area.

[0134] Specifically, one positioning and information communication device corresponds to one tug entering the automated terminal.

[0135] The above-mentioned embodiments only express several implementation methods of the present invention, and the description thereof is relatively specific and detailed, but it cannot be understood as limiting the scope of the patent of the present invention. It should be pointed out that, for ordinary technicians in this field, several variations and improvements can be made without departing from the concept of the present invention, which all belong to the protection scope of the present invention. Therefore, the protection scope of the patent of the present invention shall be subject to the attached claims.

Claims

1. A method for improving the efficiency of the coordinated work between a wharf tug and a rail crane, which is applied to an automated wharf including a plurality of tugs, a plurality of rail cranes, a plurality of movable positioning and information communication devices, a wharf dispatching system TOS and a rail crane management system BMS, wherein the rail crane and the corresponding tug form an interactive area at a physical position for coordinated work, and the automated wharf is provided with a plurality of gates for releasing the tugs, the wharf dispatching system TOS communicates with the rail crane management system BMS and the positioning and information communication devices respectively, and the rail crane management system BMS controls the movement of the rail crane, and is characterized in that: The operation method includes the following steps performed in sequence: Step S1, the trailer enters the gate and obtains the positioning and information communication device. The trailer obtains the route and instruction task of the trailer to the designated interactive area from the terminal dispatching system TOS through the positioning and information communication device, and then enters the interactive area; Step S2, when the external trailer meets the operating conditions in the interactive area, the rail crane management system BMS notifies the terminal dispatching system TOS, and the terminal dispatching system TOS prompts the trailer to enter the interactive area through the positioning and information communication device; Step S3, after the trailer enters the interactive area, the terminal dispatching system TOS prompts the trailer to enter the target position of the interactive area through the positioning and information communication device; Step S4, the terminal dispatching system TOS transmits the real-time and accurate position of the trailer to the rail crane management system BMS, and notifies the rail crane management system BMS of the information that the trailer has met the operating conditions; Step S5, the rail crane management system BMS controls the designated rail crane to cooperate with the trailer under the rail crane to perform collaborative operations.

2. The method for improving the efficiency of the coordinated work between the dock tug and the rail crane according to claim 1, characterized in that: Step S1 includes the following sub-steps: Step S11, when the external tow vehicle enters the gate, obtain the positioning and information communication device; Step S12, binding the positioning and information communication device to the external device in a one-to-one correspondence; Step S13, feeding back the satellite positioning information of the outboard towing to the terminal dispatching system TOS through the positioning and information communication device; Step S14, convey the cabinet number information of the cabinet to be picked up or received by dragging outward through the positioning and information communication device, and notify the terminal dispatching system TOS after completion; Step S15, the terminal dispatching system TOS transmits the yard number and the bay number information to the outboard tug via the positioning and information communication device, generates a planned path for the outboard tug to enter the yard, and then transmits the planned path to the outboard tug via the positioning and information communication device; Step S16: Drag outward to the interactive area according to the planned path.

3. The method for improving the efficiency of the coordinated work between the dock tug and the rail crane according to claim 2 is characterized in that: In step S16, when it is determined based on the positioning information of the positioning and information communication device whether the towing stop time exceeds a threshold and has not entered the designated area, the positioning and information communication device is used to remind the driver to continue moving forward. Otherwise, the positioning information of the positioning and information communication device is continuously detected until the towing enters the interactive area.

4. The method for improving the efficiency of coordinated work between the dock tug and the rail crane according to claim 2, characterized in that: In step S16, when the positioning and information communication device detects that the actual path does not match the planned path, the positioning and information communication device reminds the driver to drive onto the planned path; In step S16, when the outrigger is running normally, the positioning and information communication device notifies the outrigger driver of navigation information based on the current positioning information of the outrigger.

5. The method for improving the efficiency of coordinated work between the dock tug and the rail crane according to claim 1, characterized in that: In S5, the designated rail crane is an idle rail crane or a rail crane that has finished interacting with the upper stage trailer.

6. The method for improving the efficiency of coordinated work between the dock tug and the rail crane according to claim 1, characterized in that: The automated terminal is also equipped with an RTK differential base station; the positioning and information communication device is a vehicle-mounted satellite differential positioning integrated device; the positioning and information communication device includes a positioning function module, a voice broadcast module and a wireless communication module.

7. The method for improving the efficiency of coordinated work between the dock tug and the rail crane according to claim 1, characterized in that: When the number of gates set at the same entrance of the terminal is equal to three, in step S1, after the outrigger enters the first gate, the ID information of the outrigger and the ID information of the container are collected; when the outrigger arrives at the second gate, the driver's identity information is collected to determine whether the outrigger meets the release conditions. If so, the driver is allowed to collect the positioning and information communication device and the second gate is controlled to release it, otherwise the outrigger is refused to enter the second gate; when the outrigger arrives at the third gate, it is determined whether the interaction area has reached the limit of the number of outriggers and the outrigger operation is not currently scheduled, otherwise the driver is notified through the positioning and information communication device to drive the vehicle to the terminal driving buffer zone, if so, the third gate is controlled to release it, and after the outrigger passes through the third gate, it is guided into the interaction area.

8. The method for improving the efficiency of coordinated work between the dock tug and the rail crane according to claim 1, characterized in that: In step S1, the terminal dispatching system TOS plans the route of the towing vehicle to the designated interaction area according to a two-stream theory-based rail crane dispatching logic algorithm, so as to obtain the optimal path for multiple operation requirements.

9. The method for improving the efficiency of the coordinated work between the dock tug and the rail crane according to claim 8, characterized in that: The execution process of the logic algorithm for dispatching rail cranes according to the second-rate theory is as follows: the operation sequence of rail cranes is arranged according to the principle of proximity of the external towing operation location and the principle of first come first served; A scoring mechanism is required to meet the principle of proximity to the towing operation location and the first-come-first-served principle; the implementation process of the scoring mechanism is as follows: each towing machine has an original score, and points are added or subtracted and weights are assigned according to different towing situations. Whenever the rail crane completes a task, the scores of all towing machines are sorted, and the next task of the designated rail crane is assigned to the towing machine with the largest score.

10. An operating system for improving the efficiency of the coordinated work between the dock tug and the rail crane, characterized in that: include: Several external trailers are used to enter the gate and obtain positioning and information communication devices by the driver, and then enter the interactive area; Several rail cranes, the rail cranes and the corresponding external trailers form an interactive area at a physical location for mutual collaborative operation; Several movable positioning and information communication devices are used to locate the trailer and obtain the route and instruction tasks of the trailer to the designated interactive area from the terminal dispatching system TOS; the positioning and information communication device is a vehicle-mounted satellite differential positioning integrated device; the positioning and information communication device includes a positioning function module, a voice broadcast module and a wireless communication module; The terminal dispatching system TOS communicates with the rail crane management system BMS and the positioning and information communication device respectively. The terminal dispatching system TOS prompts the trailer to enter the interactive area through the positioning and information communication device. After the trailer enters the interactive area, the terminal dispatching system TOS prompts the trailer to enter the target position of the interactive area through the positioning and information communication device. The terminal dispatching system TOS transmits the real-time and accurate position of the trailer to the rail crane management system BMS, and notifies the rail crane management system BMS of the information that the trailer has met the operating conditions; The rail crane management system BMS is used to notify the terminal dispatching system TOS when the external trailer meets the operating conditions in the interactive area, and control the designated rail crane to cooperate with the trailer under the rail crane to perform collaborative operations; RTK differential base station, used to achieve precise positioning of positioning and information communication devices; Gate, used to drag and drop rows outside the.

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