Loading and unloading control method for automated container terminal suitable for water-to-water transfer

Abstract

The present invention proposes a loading and unloading control method for an automated container terminal suitable for water-to-water transshipment, which is applied to an automated container terminal including a TOS system, an ECS system, a dispatching system, multiple IGV vehicles, a ship unloading quay crane and a ship loading quay crane. The method includes: formulating a transshipment plan in the TOS system; activating a transshipment unloading instruction and a transshipment loading instruction; unloading the transshipment unloading container and confirming the loading; the transshipment loading instruction jumps successfully; controlling the IGV vehicle to move from the operating position of the ship unloading quay crane to the operating position of the ship loading quay crane; confirming the transshipment loading instruction through the TOS system, thereby confirming the state of the container being loaded on the liner, and confirming that the transshipment plan has been completed when the transshipment unloading instruction is completed. The present invention reduces the traffic pressure of transshipment loading and unloading at the container terminal, and at the same time reduces energy consumption and operating costs.

Description

Technical Field

[0001] The present invention relates to the technical field of automated terminal loading and unloading control, and in particular to a loading and unloading control method for an automated container terminal suitable for water-to-water transshipment. Background Art

[0002] Water transport has a large transport capacity, can carry a large amount of goods, and has a low unit transport cost. The wharf is a hub for water-land transport, a buffer for goods when switching transport modes, and a handover point for goods. With the in-depth promotion of the construction of a strong transportation country, a comprehensive three-dimensional transportation network, and high-quality development of inland waterway shipping, the Pearl River system has rapidly developed a variety of transportation organization modes such as direct river-sea access and water-to-water transshipment based on the developed water network conditions. Limited by the inland waterway conditions, it cannot meet the huge demand for cargo transportation, and water-to-water transshipment has become the main collection and distribution mode of the hub port. Barges have simple equipment, shallow draft, and random sailing schedules, which are suitable for sailing in narrow waterways and shallow waterways. Liners are ships that sail regularly. Compared with barges, they have fixed routes, fixed ports of call, fixed sailing schedules, large cargo capacity, fast speed, and obvious scale effects. Cargo is barged from various inland river barges to liner hub ports by barges, and shipping companies then arrange north-south trunk line liner ships to transport the goods to the northern hub port in a centralized manner, so as to achieve the purpose of reducing costs and increasing efficiency.

[0003] As one of the three major modes of port collection and distribution, water-to-water transshipment is the main mode of collection and distribution for many container hub ports in the world. With the increasingly fierce competition in the water transport industry, increasing the time for cargo collection at the port and delaying the order cut-off time have become important means for shipping companies to increase their cargo business and improve customer service. According to the traditional mode of unloading into the yard first and then arranging for loading at the port, some containers carried by barges arriving at the port on time will not be able to catch up with the mainline liner schedule. There is an urgent need for a loading and unloading method that can load containers directly onto the mainline liner without passing through the yard after unloading from the feeder barge. This loading and unloading method also requires precise unloading operations to ensure that the containers can catch up with the liner in time.

[0004] With the rapid development of modern logistics in recent years, the volume of logistics and labor costs are also rising. Therefore, automated terminals are becoming more and more popular. Compared with traditional terminals, automated terminals have great advantages in intelligence, reliability, stability, equipment utilization, and operating costs. They are the new trend and new trend of the construction and transformation of various container terminals. In recent years, my country's ports have accelerated independent innovation and digital transformation in the field of science and technology, and continued to promote the construction of automated terminals. The relevant technologies and equipment have reached the world's leading level. There are 17 automated terminals under construction and completed in my country. The research hotspots are focused on improving the automation level of single machines and optimizing unilateral loading and unloading links. There is no organic combination of the container unloading entry process and the loading and exit process of the automated terminal, which is not conducive to improving the planning of operations. With the introduction of slogans such as "smart port" and "green port", process methods with obvious advantages such as low operating cost, high site utilization, flexible operation, and high efficiency and energy saving are becoming more and more valued and favored, and have become the focus of the work of improving the quality of terminals. Research on the shore loading and unloading technology of existing automated container terminals has not yet organically combined the unloading entry technology and the loading exit technology. Containers in water-to-water transfer cannot be directly loaded onto liners after being unloaded from barges. Containers carried by barges that are due to arrive at the port are prone to not catching up with the liners.

[0005] In traditional container terminals, when containers on barges that are about to arrive at the port need to catch up with the scheduled ship, it is necessary to manually determine the flow of container numbers and manually issue instructions to the internal container truck driver to go to the destination quay crane, which increases the workload of business personnel. At the same time, there are too many transmission links in the system and it is a manual intervention mode, which increases the operational risks of the terminal. Especially for containers unloaded from a barge, when there are containers that need to catch up with the scheduled ship and containers that are not loaded on the liner need to be unloaded and brought into the yard, it is difficult to distinguish the specific flow of container numbers and loading locations before unloading. It is easy for the internal container truck to mistakenly go to the bottom of the quay crane with the container that is not loaded on the ship, affecting the smooth operation and even causing loading and freight accidents.

[0006] At present, in the automated container terminals that have been built or are under construction, only unilateral research has been conducted on the container unloading entry process or loading exit process, such as operation path optimization, task scheduling decision-making, multi-equipment collaborative operation, etc. For the operation mode of organically combining the unloading entry process and loading exit process of automated terminals, there is still a blank in the current research field. It is difficult to predetermine the unloading sequence and unloading time of specific container numbers for unloading containers, especially the unloading of two 20-foot containers on an IGV cannot be determined in advance, resulting in the inability to plan the subsequent loading tasks in advance. When the unloading is confirmed to be loaded on the vehicle, the unloading task is terminated in advance through manual intervention, and the loading plan is formulated according to the container number on the task IGV. Although it can appropriately reduce the single-box operation time, it greatly increases the consumption of labor costs, and also increases the operational risks, and is prone to freight accidents such as loading the wrong container. Summary of the invention

[0007] In view of this, it is necessary to propose a loading and unloading control method for an automated container terminal suitable for water-to-water transshipment in response to the above-mentioned problems, so as to overcome some shortcomings in the above-mentioned background technology and solve the following technical problems: How to improve the transshipment and loading and unloading efficiency of an automated container terminal requiring water-to-water transshipment under the condition that the containers are unloaded by feeder barges and directly loaded onto mainline liners without passing through the yard.

[0008] To achieve the above object, the present invention adopts the following technical solutions:

[0009] The present invention proposes a loading and unloading control method for an automated container terminal suitable for water-to-water transshipment, which is applied to a TOS system, an ECS system, a dispatching system, a plurality of IGV vehicles, a ship unloading quay crane and a ship loading quay crane. The ECS system is used to control the ship unloading quay crane, the ship loading quay crane and control and dispatch a plurality of IGV vehicles. The dispatching system is used to coordinate task information and make decisions and output them to the ECS system. The TOS system communicates with the ECS system and the dispatching system respectively. The method is characterized in that the automatic transshipment loading and unloading method of the container terminal comprises the following steps executed in sequence:

[0010] Step S1: Formulate a transfer plan in the TOS system;

[0011] Step S2: Activate the barge unloading instruction and the barge loading instruction;

[0012] Step S3: unloading the container by transshipment and confirming loading;

[0013] Step S4: The transshipment loading instruction jumps successfully;

[0014] Step S5: Control the IGV vehicle to move from the unloading quay crane's operating position to the loading quay crane's operating position. Step S6: Confirm the transshipment loading instruction through the TOS system to confirm the status of the container loaded on the liner. When the transshipment unloading instruction is completed, confirm that the transshipment plan has been completed.

[0015] Furthermore, step S1 includes the following sub-steps executed in sequence:

[0016] Step S11, comparing the barge unloading manifest data obtained by the TOS system with the barge unloading ship diagram data. When the degree of similarity between the barge unloading manifest data and the barge unloading ship diagram data meets a qualified condition, the TOS system marks the import confirmation status;

[0017] Step S12, comparing the liner loading list obtained by the TOS system with the liner loading list. When the degree of similarity between the liner loading list and the liner loading list meets a qualified condition, the TOS system marks the export confirmation status;

[0018] Step S13, the TOS system adds a transshipment plan;

[0019] Step S14: The TOS system provides transshipment loading grouping.

[0020] Further, step S13 includes the following sub-steps executed in sequence:

[0021] S131, the TOS system determines whether the shipping data has been confirmed for export. If it is confirmed, the transshipment plan is allowed to be added; if it is not confirmed, the transshipment plan is not allowed to be added;

[0022] S132, the TOS system determines whether the shipping container meets the transshipment flow direction: if it is determined to be yes, it is allowed to add a transshipment plan; if it is determined to be no, it is not allowed to add a transshipment plan;

[0023] S133, the TOS system determines whether the container is unloaded on the barge; if it is determined to be yes, adding a barge plan is not allowed, and if it is determined to be no, adding a barge plan is allowed;

[0024] S134, the TOS system determines whether the container is loaded on a liner; if it is determined to be yes, adding a transshipment plan is not allowed, and if it is determined to be no, adding a transshipment plan is allowed;

[0025] Step S14 includes the following sub-steps executed in sequence:

[0026] Step S141, judging whether the same container size is met, if it is judged that it is allowed to group them into the same transshipment group, otherwise it is not allowed to group them into the same transshipment group;

[0027] Step S142, determining whether the same container type is satisfied, if so, allowing the same transshipment grouping, otherwise not allowing the same transshipment grouping;

[0028] Step S143, judging whether the same unloading port flow direction is satisfied, if so, the same transshipment grouping is allowed, otherwise the same transshipment grouping is not allowed;

[0029] Step S144, judging whether the same empty weight attribute is satisfied, if it is determined that it is satisfied, the same transshipment group is allowed, otherwise the same transshipment group is not allowed; the same empty weight attribute means that the containers in the transshipment plan have the same size, the same type, the same unloading port and the same empty weight attribute;

[0030] Step S145, determining whether the unloading instruction is in the planned state: if the unloading instruction is in the planned state, a transshipment loading group can be given; if the unloading instruction is in the unplanned state, no transshipment loading group is allowed to be given; the unplanned state of the unloading instruction is an activated state or a subsequent state;

[0031] Step S146, determining whether to create a loading instruction: when the loading instruction has not been created, a transshipment loading group is given; when the loading instruction has been created, no transshipment loading group is allowed to be given.

[0032] Furthermore, in step S1, a transshipment plan is formulated through the business operation management subsystem (BOM) of the TOS system; the formulation of the transshipment plan needs to meet the following two conditions:

[0033] Condition 1: The liner loading information must be consistent with the barge unloading information and must be compared and confirmed by export;

[0034] Condition 2: Transshipment containers with the same size, type, unloading port, empty weight and not unloaded from the ship shall be grouped into the same transshipment loading group.

[0035] Further, in step S2, the barge unloading instruction and the barge loading instruction are activated through the core operation management subsystem (COM) of the TOS system; step S2 includes the following sub-steps:

[0036] Step S21, loading, locking and allocating the transshipment container to the quay crane in the core operation management subsystem (COM) of the TOS system, so that the loading instruction reaches a state that allows it to be activated;

[0037] Step S22, when the unloading instruction is confirmed on board, the transshipment loading instruction is jumped after satisfying the conditions of being in the activated state; the process of confirming the loading is as follows: the unloading quay crane lifts the container from the barge to the IGV, the external OCR device communicating with the TOS system identifies the unloading container number, matches the unloading task, and the TOS system internally confirms the unloading instruction.

[0038] Furthermore, in step S3, the empty IGV arrives under the quay crane and interactively locks, executes the barge unloading instruction task, and confirms boarding; the process of confirming boarding is as follows: the unloading quay crane lifts the container from the barge to the IGV, the external OCR device communicating with the TOS system identifies the unloading container number, matches the unloading task, and the TOS system internally confirms the unloading instruction.

[0039] Furthermore, the successful jump of the transshipment loading instruction described in step S4 requires the satisfaction of the following three conditions: Condition 1: The transshipment loading instruction jumps in the order of the activated transshipment loading task queue WQ and the task instruction WI under the same transshipment loading group; Condition 2: The destination position information of the transshipment unloading instruction is updated to the loading position, and the starting position of the transshipment loading instruction is updated to the barge unloading position; Condition 3: After the transshipment loading instruction jumps successfully, the instruction task status is synchronized with the transshipment unloading instruction task status.

[0040] Further, step S5 includes the following sub-steps executed in sequence:

[0041] Step S51, unload the container from the lighter and load it onto the IGV vehicle, and the instruction of the core operation management subsystem (COM) in the TOS system confirms the loading;

[0042] Step S52, the transshipment loading instruction jumps;

[0043] Step S53, the destination location is assigned to the IGV vehicle, and the IGV vehicle plans a path to the bottom of the loading quay crane;

[0044] Step S54, the IGV vehicle arrives at the bottom of the loading quay crane and interacts.

[0045] Further, step S6 includes the following sub-steps executed in sequence:

[0046] Step S61, transfer the container to the ship and confirm the instruction;

[0047] Step S62, the barge unloading instruction and the barge loading instruction are confirmed at the same time, and the barge task is completed.

[0048] Furthermore, a manual cancellation of the refueling process is performed in any one of the processes between step S1 and step S2, between step S2 and step S3, between step S3 and step S4, between step S4 and step S5, or between step S5 and step S6. The manual cancellation of the refueling process includes steps 1001 to 1003 that are performed sequentially:

[0049] Step 1001, the TOS system determines whether the status of the lightering loading instruction is the status of the sent ECS system. If it is determined to be no, step 1002 is allowed to be executed; if it is determined to be yes, the current task is first terminated in the loading quay crane operation interface of the TOS system, so that the status of the lightering loading instruction is in the non-sent ECS system status, and then step 1002 is allowed to be executed;

[0050] Step 1002, determining whether the subsequent steps of the automatic transshipment loading and unloading method of the container terminal retain the current transshipment task; if it is determined to be yes, a process of canceling the transshipment and returning to the previous state is performed, and then step 1003 is executed; if it is determined not, a process of canceling the transshipment and then a process of canceling the transshipment and returning to the yard is performed, and then step 1003 is executed;

[0051] Step 1003, deleting the transshipment plan, thereby canceling the transshipment;

[0052] The process of canceling the barge and returning to the previous state is: at the same time, the barge and unloading instruction operation process is retained, the position is marked from the loading bay to a blank, and the task status is changed from the on-board state to the sent state; the barge and loading instruction operation process is retained, the horizontal barge, the position is marked from the loading bay to a blank, and the task status is changed from the on-board state to the sent state;

[0053] The process of canceling the barge and returning to the yard is as follows: the TOS system determines whether the cancellation of the barge will affect the double-container relationship of the original barge loading plan. If it is determined to be yes, the loading of the relevant container number must be deleted first, and then the TOS system allows confirmation of the return to the yard instruction; if it is determined to be no, the TOS system allows direct confirmation of the return to the yard instruction.

[0054] Furthermore, the process of cancelling the rejection and returning to the previous status also sequentially performs the following steps:

[0055] At the same time, deactivate the barge unloading instruction and deactivate the overloading and unloading instruction;

[0056] The IGV carries the box to the bottom of the ship unloading quay crane and performs interactive locking. The ship unloading quay crane lifts the box over the barge and returns it to the barge, completing the process of returning to the previous state;

[0057] The current transshipment task returns to the initial planned state, and a manual decision is made whether to continue the transshipment process. If it is determined to be yes, the transshipment unloading instructions and the transshipment loading and unloading instructions are reactivated, and the TOS system re-executes the transshipment process; if it is determined to be no, the process of deleting the transshipment plan is executed.

[0058] Furthermore, the process of cancelling the rejected product and returning it to the site also sequentially performs the following steps:

[0059] The TOS system confirms the return instruction;

[0060] The operation process of the barge unloading instruction changes from horizontal barge to unloading entry, the position is marked from the loading bay to the planned yard position, and the task status remains in the vehicle state; the operation process of the barge loading instruction changes from horizontal barge to exit loading, the position is marked from the loading bay to the planned yard position, and the task status changes to the planned status; the system automatically deletes the barge plan;

[0061] IGV goes to the designated yard destination, completes the task of unloading the ship and delivering the containers, and completes the return process.

[0062] The present invention further proposes a computer-readable storage medium, which stores a computer program, characterized in that when the computer program is executed by a processor, it implements the steps of the loading and unloading control method of an automated container terminal suitable for water-to-water transshipment as described in any of the above items.

[0063] The beneficial effects of the present invention are:

[0064] The present invention realizes quay crane loading and unloading through the TOS system, the horizontal transportation equipment management system and the ECS system, without the need to place the container in the yard, and directly places the container in the designated IGV, and efficiently completes the automated container terminal transshipment and loading and unloading process regarding water-to-water transshipment, thereby reducing the traffic pressure of the container terminal transshipment and loading and unloading, while reducing high energy consumption and operating costs, so that the container can be directly loaded onto the main liner without passing through the yard after being unloaded by the feeder barge, and the TOS system can automatically update the destination position of the IGV according to the rules after the container is unloaded on the IGV vehicle and accurately transport it to the corresponding container crane, thus saving the yard equipment loading and unloading links, reducing the IGV transportation distance, streamlining the single-box operation steps, saving resource investment, and ensuring that the container catches up with the liner in time when the barge and the liner arrive at the port at the same time or the barge arrives at the port later, thereby ensuring the security and accuracy of the data transmission and interaction process between the TOS system, the horizontal transportation equipment management system and the ECS system. BRIEF DESCRIPTION OF THE DRAWINGS

[0065] Figure 1 It is a work flow chart of a loading and unloading control method of an automated container terminal suitable for water-to-water transfer of the present invention;

[0066] Figure 2 It is a schematic diagram of the barge of the automated container terminal suitable for water-to-water barge transfer according to the present invention;

[0067] Figure 3 The present invention is a schematic diagram of the data transmission process of the TOS system-scheduling system-ECS system.

[0068] Figure 4 It is a work flow chart of the position skipping of the transshipment task involved in the present invention;

[0069] Figure 5 It is a schematic diagram of the initial state of the lightering and loading instruction involved in the present invention;

[0070] Figure 6 This is a schematic diagram of the instruction for transshipment loading after the container number A is unloaded first and the transshipment jump position is successful, according to the present invention;

[0071] Figure 7 This is an operation flow chart of one car with two containers (Container A and Container B) and single machine unloading and dispatching according to the present invention;

[0072] Figure 8 The present invention relates to a flowchart for deleting a transshipment plan;

[0073] Fig. 9 The present invention relates to a flowchart of cancelling a barge (returning to the yard);

[0074] Fig.10 This is a flowchart of the operation of transshipment and skipping in Example 3 of the present invention. DETAILED DESCRIPTION

[0075] 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.

[0076] 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.

[0077] 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.

[0078] Example 1

[0079] like Figure 1 As shown:

[0080] This embodiment proposes a loading and unloading control method for an automated container terminal for water-to-water transshipment, which is applied to a TOS system, an ECS system, a dispatching system, multiple IGV vehicles, a ship unloading quay crane, and a ship loading quay crane. The ECS system is used to control the ship unloading quay crane, the ship loading quay crane, and control and dispatch multiple IGV vehicles. The dispatching system is used to coordinate task information and make decisions and output them to the ECS system. The TOS system communicates with the ECS system and the dispatching system respectively. The container terminal automatic transshipment loading and unloading method includes the following steps executed in sequence:

[0081] Step S1: Formulate a transfer plan in the TOS system;

[0082] Step S2: Activate the barge unloading instruction and the barge loading instruction;

[0083] Step S3: unloading the container by transshipment and confirming loading;

[0084] Step S4: The transshipment loading instruction jumps successfully;

[0085] Step S5: Control the IGV vehicle to move from the operating position of the unloading quay crane to the operating position of the loading quay crane. Specifically, the TOS system transmits the IGV vehicle's destination mission location information to the horizontal transportation equipment management system (VMS) through the scheduling system. The horizontal transportation equipment management system (VMS) plans the IGV vehicle's driving path to the destination quay crane position, and interacts and locks with the quay crane to perform the loading task. The horizontal transportation equipment management system (VMS) is a subsystem of the ECS system.

[0086] Step S6: Confirm the transshipment loading instruction through the TOS system, thereby confirming the status of the container loaded on the liner. When the transshipment unloading instruction is completed, confirm that the transshipment plan has been completed.

[0087] Further optimized, step S1 includes the following sub-steps performed in sequence:

[0088] Step S11, comparing the barge unloading manifest data obtained by the TOS system with the barge unloading ship diagram data. When the degree of similarity between the barge unloading manifest data and the barge unloading ship diagram data meets a qualified condition, the TOS system marks the import confirmation status;

[0089] Step S12, comparing the liner loading list obtained by the TOS system with the liner loading list. When the degree of similarity between the liner loading list and the liner loading list meets a qualified condition, the TOS system marks the export confirmation status; specifically, the liner loading list is converted from the data when the container enters the yard;

[0090] Step S13, the TOS system adds a transshipment plan;

[0091] Step S14: The TOS system provides transshipment loading grouping.

[0092] Further optimized, step S13 includes the following sub-steps executed in sequence:

[0093] S131, the TOS system determines whether the shipping data has been confirmed for export. If it is confirmed, the transshipment plan is allowed to be added; if it is not confirmed, the transshipment plan is not allowed to be added;

[0094] S132, the TOS system determines whether the shipping container meets the transshipment flow direction: if it is judged as yes (indicating that the container meets the transshipment process of water-to-water transshipment), it is allowed to add the transshipment plan; if it is judged as no (indicating that the container does not meet the transshipment process of water-to-water transshipment), it is not allowed to add the transshipment plan; specifically, there are two flow directions for shipping containers: transshipment flow direction and export flow direction; specifically, when the TOS system determines that the shipping container meets the transshipment flow direction, the transshipment flow direction is that the container is unloaded from the ship and enters the yard; when the TOS system determines that the shipping container meets the non-transshipment flow direction, that is, it meets the export flow direction, the export flow direction is that the container enters the yard from the gate;

[0095] S133, the TOS system determines whether the container is unloaded on the barge: if it is determined to be yes, adding a barge plan is not allowed; if it is determined to be no, adding a barge plan is allowed;

[0096] S134, the TOS system determines whether the container is loaded on a liner; if it is determined to be yes, adding a transshipment plan is not allowed, and if it is determined to be no, adding a transshipment plan is allowed;

[0097] Step S14 includes the following sub-steps executed in sequence:

[0098] Step S141, judging whether the same container size is met, if it is judged that it is allowed to group them into the same transshipment group, otherwise it is not allowed to group them into the same transshipment group;

[0099] Step S142, determining whether the same container type is satisfied, if so, allowing the same transshipment grouping, otherwise not allowing the same transshipment grouping;

[0100] Step S143, judging whether the same unloading port flow direction is satisfied, if so, the same transshipment grouping is allowed, otherwise the same transshipment grouping is not allowed;

[0101] Step S144, judging whether the same empty weight attribute is satisfied, if it is determined that it is satisfied, the same transshipment group is allowed, otherwise the same transshipment group is not allowed; the same empty weight attribute means that the containers in the transshipment plan have the same size, the same type, the same unloading port and the same empty weight attribute;

[0102] Step S145, determining whether the unloading instruction is in the planned state: if the unloading instruction is in the planned state, a transshipment loading group can be given; if the unloading instruction is in the unplanned state, no transshipment loading group is allowed to be given; the unplanned state of the unloading instruction is an activated state or a subsequent state;

[0103] Step S146, determining whether to create a loading instruction: when the loading instruction has not been created, a transshipment loading group is given; when the loading instruction has been created, no transshipment loading group is allowed to be given.

[0104] Further optimized, in step S1, a transshipment plan is formulated through the business operation management subsystem (BOM) of the TOS system; the formulation of the transshipment plan needs to meet the following two conditions:

[0105] Condition 1: The liner loading information must be consistent with the barge unloading information and must be compared and confirmed by export;

[0106] Condition 2: Transshipment containers with the same size, type, unloading port, empty weight and not unloaded from the ship shall be grouped into the same transshipment loading group.

[0107] Further optimized, in step S2, the barge unloading instruction and the barge loading instruction are activated through the core operation management subsystem (COM) of the TOS system; step S2 includes the following sub-steps:

[0108] Step S21, loading, locking and allocating the transshipment container to the quay crane in the core operation management subsystem (COM) of the TOS system, so that the loading instruction reaches a state that allows it to be activated;

[0109] Step S22, when the unloading instruction confirms the loading, the transshipment loading instruction jumps after meeting the conditions of being in the activated state; the process of confirming the loading is as follows: the unloading quay crane lifts the container from the barge to the IGV, the external OCR device communicating with the TOS system identifies the unloading container number, matches the unloading task, and the TOS system internally confirms the unloading instruction; specifically, after the transshipment jump is successful, the horizontal transportation equipment management system dispatches the destination position of the transshipment loading to the IGV vehicle, the IGV vehicle plans the path, and the heavy load moves from the operating position of the unloading quay crane to the operating position of the loading quay crane, and then performs the transshipment loading operation; specifically, as Figure 4 As shown in the figure, the operation process of the transshipment task jump is as follows:

[0110] (1) Whether there is an activated transshipment loading instruction in the same transshipment group;

[0111] (2) Cyclic jump according to the sequence of the quay cranes (the quay cranes with smaller sequence numbers and the quay cranes with larger sequence numbers take turns to jump to a lighter loading task, and after each quay crane has completed a lighter loading task, it will proceed to the next cycle);

[0112] (3) In the same quay crane, the WQs are jumped according to their sequence numbers (when the WQs with smaller sequence numbers are full or no longer meet the conditions for jumping to the next WQ with larger sequence numbers);

[0113] (4) Within the same WQ, WIs are jumped according to their sequence numbers (from smaller WIs to larger WIs in sequence).

[0114] In the operation process of the transshipment task jump, the container numbers A to H in the same transshipment loading group correspond to the instruction numbers 1 to 8; Figure 5As shown in the figure, the barge loading instructions for container numbers A and B are in the planned state, and the barge loading instructions for container numbers C to H are in the sent state. When barge unloading, the first unloading container number A and confirmation of loading will jump to the first activated WI of the current barge loading WQ, that is, sequence number 3, as shown in the figure. Figure 6 shown.

[0115] Specifically, Figure 7 As shown, the operation process of one car with two boxes (box A and box B) and single machine unloading and dispatching is as follows:

[0116] (1) When container A is transferred, container B is transferred. After container A is confirmed to be loaded onto the vehicle, it does not jump to another position. After container B is confirmed to be loaded onto the vehicle, both containers A and B are transferred to another position successfully and head to the destination quay crane position.

[0117] (2) When container A is transferred and container B enters the yard, container A is confirmed to be loaded onto the vehicle first and does not jump to another position. After container B is confirmed to be loaded onto the vehicle, if container A and container B are transferred simultaneously and fail to jump to another position, they will go to the PK position (IGV parking position, hereinafter referred to as the PK position) and wait for special processing;

[0118] (3) Container A enters the yard and Container B transfers. Container A is confirmed to be loaded onto the vehicle first and does not jump to another position. After Container B is confirmed to be loaded onto the vehicle, if both Container A and Container B transfer to another position at the same time, they will not be able to jump to another position and will move to the PK position and wait for special processing.

[0119] (4) When container A enters the yard and then container B enters the yard, container A is confirmed to be loaded onto the vehicle first and does not jump to another position. After container B is confirmed to be loaded onto the vehicle, both containers A and B successfully jump to another position in the yard and proceed to the designated destination in the yard.

[0120] Further optimized, in step S3, the empty IGV arrives under the quay crane and interactively locks, executes the barge unloading instruction task, and confirms boarding; the process of confirming boarding is: the unloading quay crane lifts the container from the barge to the IGV, the external OCR device communicating with the TOS system identifies the unloading container number, matches the unloading task, and the TOS system internally confirms the unloading instruction; specifically, after executing the barge unloading instruction task, the unloading quay crane lifts the container from the barge to the IGV.

[0121] Further optimized, the following three conditions need to be met for the transshipment loading instruction to jump successfully in step S4: Condition 1: The transshipment loading instruction jumps in the order of the activated transshipment loading task queue WQ and the task instruction WI under the same transshipment stowage group; Condition 2: The destination position information of the transshipment unloading instruction is updated to the stowage loading position, and the starting position of the transshipment loading instruction is updated to the barge unloading position; Condition 3: After the transshipment loading instruction jumps successfully, the instruction task status synchronizes the transshipment unloading instruction task status; Specifically, the transshipment stowage grouping belongs to the software of the TOS system. Software operation function; specifically, the interface after the software function operation of the TOS system is displayed as: the destination position information of the barge unloading instruction is updated to the stowage loading position, and the starting position of the barge loading instruction is updated to the barge unloading position. Specifically, task queue WQ, task instruction WI; task instruction WI refers to: refers to a specific ship position (ranking layer height) loading task instruction information or unloading instruction information, which is the smallest unit of loading and unloading tasks; task queue WQ refers to: one or more task instructions WI can constitute the task queue WQ, which is the total set of loading and unloading tasks in a certain area of ​​the ship.

[0122] Further optimized, step S5 includes the following sub-steps performed in sequence:

[0123] Step S51, unload the container from the lighter and load it onto the IGV vehicle, and the instruction of the core operation management subsystem (COM) in the TOS system confirms the loading;

[0124] Step S52, the transshipment loading instruction jumps;

[0125] Step S53, the horizontal transport equipment management system dispatches the destination location to the IGV vehicle, and the IGV vehicle plans a path to the bottom of the loading quay crane;

[0126] Step S54, the IGV vehicle arrives at the bottom of the loading quay crane and interacts.

[0127] Further optimized, step S6 includes the following sub-steps performed in sequence:

[0128] Step S61, transfer the shipping container to the ship and confirm the instruction; specifically, the TOS system executes this operation, the loading quay crane lifts the shipping container on the heavy-loaded IGV to the corresponding position on the liner, the OCR identifies the shipping container number, matches the loading task, and the TOS software internally confirms the loading instruction;

[0129] Step S62, the barge unloading instruction and the barge loading instruction are confirmed at the same time, and the barge task is completed; specifically, the TOS system executes the operation of step S62, the task is completed, and the corresponding mechanical equipment does not have any action. That is, the machine is in an idle state and can accept the next task.

[0130] The present invention combines the unloading entry process and the loading exit process of the automated container terminal, analyzes various working conditions in the transshipment operation by identifying the unloading container number and automatically converting it into the loading container number task, and on this basis provides a loading and unloading control method for an automated container terminal suitable for water-to-water transshipment and transshipment, so as to adapt to the operating characteristics of river-sea intermodal terminals with a high water-to-water transshipment ratio, so as to achieve a loading and unloading method in which the IGV vehicle accurately transports the container to the destination quay crane after the feeder barge is unloaded, and the container is directly loaded onto the main line liner without going through the yard operation link. At the same time, it also saves the yard equipment loading and unloading link, simplifies the container operation steps, saves resource investment, and reduces operating costs, so as to obtain a longer port collection time for customers and ensure that the containers carried by the barges that are about to arrive at the port can catch up with the liner in time.

[0131] Example 2

[0132] Embodiment 2 is the computer technology application or electronic information technology application of embodiment 1;

[0133] A computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps of a loading and unloading control method for an automated container terminal suitable for water-to-water transshipment as described in any one of the embodiments.

[0134] Example 3

[0135] This embodiment provides a loading and unloading control method for an automated container terminal suitable for water-to-water transfer, comprising the following steps:

[0136] Step 1: The BOM subsystem (the business operation management subsystem in TOS, hereinafter referred to as the BOM subsystem) formulates the transfer plan;

[0137] Step 2: The COM subsystem (the core operation management subsystem in TOS, hereinafter referred to as the COM subsystem) activates the barge unloading instruction and the barge loading instruction;

[0138] Step 3: Unload the container by transshipment and confirm loading;

[0139] Step 4: The transfer loading instruction jumps successfully;

[0140] Step 5: The IGV vehicle with heavy load moves from the unloading quay crane to the loading quay crane;

[0141] Step 6: The transshipment loading instruction is confirmed on board, the transshipment unloading instruction is also confirmed and completed, and the transshipment plan is completed.

[0142] Furthermore, the BOM subsystem described in step 1 formulates a transshipment plan as follows: ① The liner loading information must be consistent with the barge unloading information and must be compared and confirmed by the exporter; ② Transshipment containers of the same size, type, unloading port, empty weight and not unloaded are grouped into the same transshipment loading group.

[0143] Furthermore, the COM subsystem described in step 2 activates the transshipment unloading instruction and the transshipment loading instruction as follows: ① The transshipment container needs to be loaded, locked and allocated to the quay crane in the COM subsystem first, and the loading instruction reaches an activated state; ② When the unloading instruction is confirmed to be loaded on the vehicle, the transshipment loading instruction must be in an activated state before jumping.

[0144] Furthermore, in step three, the empty IGV arrives at the bottom of the quay crane and performs interactive locking, executes the transfer and unloading instruction task, and confirms the boarding.

[0145] Furthermore, in step four, the transshipment loading instruction jumps in the order of the activated transshipment loading WQ (task queue, hereinafter referred to as WQ) and WI (task instruction, hereinafter referred to as WI) under the same transshipment loading group; the destination position information of the transshipment unloading instruction is updated to the loading position, and the starting position of the transshipment loading instruction is updated to the barge unloading position; after the transshipment loading instruction jumps successfully, the instruction task status is synchronized with the transshipment unloading instruction task status.

[0146] Furthermore, in step five, the TOS transmits the IGV destination mission location information to the horizontal transport equipment management system (VMS) through the scheduling system. The VMS plans the IGV's driving path to the destination quay crane position, and interacts and locks with the quay crane to execute the loading task.

[0147] In this embodiment, if Figure 2 As shown, the liner and barge are operating in the port at the same time. The liner berths at the liner berth, and the barge berths at the barge berth. The light automated single-trolley shore container crane (hereinafter referred to as the light bridge) grabs the transshipment container carried by the barge and unloads it to the shore IGV. The IGV plans a path to take the transshipment container directly to the destination shore crane position of the operating liner. The shore crane grabs the loading container on the IGV and loads it to the specific container position of the liner. The single-container transshipment operation is completed without going through the stacking equipment operation link in the whole process.

[0148] In this embodiment, if Figure 3 As shown in the figure, the "TOS-scheduling-ECS" data transmission and interaction process is performed in the following order:

[0149] (1) Business personnel operate the system at the front end of the TOS system and formulate transfer plans, etc.;

[0150] (2) The TOS system converts the task information of the front-end system operation into the system language and transmits it to the scheduling system;

[0151] (3) The scheduling system coordinates all task information and makes decisions and outputs them to the ECS system;

[0152] (4) The ECS system can be divided into three subsystems: QCMS (quay crane equipment control subsystem, hereinafter referred to as QCMS), VMS and BMS (rail crane equipment control subsystem, hereinafter referred to as BMS). QCMS, VMS and BMS are independent of each other (QCMS processes the instructions for loading and unloading ships at the quay crane, VMS plans the IGV path, and BMS processes the instructions for receiving and unloading containers at the yard by the rail crane), but they are also interrelated: the quay crane can interactively lock the current IGV through tasks to ensure that the current front-line loading and unloading tasks will not be interfered with; the rail crane can interactively lock the current IGV through tasks to ensure that the current yard receiving and unloading tasks will not be interfered with.

[0153] In this embodiment, the loading and unloading control method of the automated container terminal involves canceling the transshipment operation during execution, wherein the canceling of the transshipment operation is a non-normal transshipment step and is handled by manual intervention; the canceling of the transshipment operation includes the following operating situations (operating conditions):

[0154] Scenario 1: Cancel the transshipment in step S1: Make a transshipment plan in the TOS system. At this time, the salesperson decides that he does not want to continue with step S2, and can choose to delete the transshipment plan in the TOS system, including the following steps in order:

[0155] Step 1.1: Select the transfer plan in the TOS system and click Delete;

[0156] Step 1.2: Determine whether the ship-transshipping unloading instruction is in the planned state; if it is determined to be yes, proceed to step 1.3; if it is determined to be no, deletion of the ship-transshipping plan is not allowed;

[0157] Step 1.3: Determine whether the transshipment loading instruction is not loaded; if it is determined to be yes, the transshipment loading instruction is not loaded, then proceed to step 1.4, and the transshipment plan is deleted successfully; if it is determined to be no, the transshipment loading instruction is loaded, and the transshipment plan is not allowed to be deleted;

[0158] Step 1.4: The transfer plan is deleted successfully.

[0159] Situation 2: If Figure 8 As shown, the barge transfer is cancelled based on step S2: the barge transfer unloading instruction and the barge transfer loading instruction are activated. At this time, the salesperson determines that he does not want to continue to execute step S3, and can choose to execute the operation process of deleting the barge transfer plan in the TOS system.

[0160] Situation (operating condition) 3: If Figure 8As shown, the barge transfer is cancelled based on step S3: the barge transfer unloading instruction and the barge transfer loading instruction are activated. At this time, the salesperson determines that he does not want to continue to execute step S4, and can choose to execute the operation process of deleting the barge transfer plan in the TOS system.

[0161] Situation (operating condition) 4: If Fig.10 As shown, the barge transfer is cancelled based on step S4: the barge transfer jump is processed by the TOS system, and there are two results: the barge transfer jump is successful and the barge transfer jump fails; the process of canceling the barge transfer based on step S4 includes the following steps executed in sequence:

[0162] Step 4.1: Confirmation of the barge unloading instruction on board; Specifically, step 4.1 is a precondition, and the barge unloading instruction and the barge loading instruction are activated based on step S3;

[0163] Step 4.2: The TOS system determines whether there is an activated transshipment loading instruction in the same transshipment group; if it is determined to be yes, the transshipment jump process will continue to be executed (i.e., the transshipment loading instruction in the same transshipment group will be reactivated, and the transshipment position will be manually assigned, and the transshipment jump process will continue to be executed); if it is determined to be no, the transshipment jump fails and manual intervention is required, and the transshipment cancellation process will be executed in the TOS system;

[0164] Step 4.3: Cycle jump according to the order of the quay cranes: that is, the quay cranes with smaller serial numbers to the quay cranes with larger serial numbers take turns to jump to a lighter loading task. After each quay crane has completed a lighter loading task, the next cycle will be carried out;

[0165] Step 4.4: In the same quay crane, jump according to the sequence of WQ: that is, after the WQ with a smaller sequence number is full or no longer meets the conditions for transshipment jump, jump to the WQ with a larger sequence number; Specifically, task instruction (WI): refers to the loading task instruction information or unloading task instruction information of a specific ship position (shell number ranking layer height), which is the smallest unit of loading and unloading tasks; Specifically, task queue (WQ): one or more task instructions (WI) can form a task queue (WQ), which is the total set of loading and unloading tasks (WI) at a certain position of the ship;

[0166] Step 4.5: In the same WQ, jump according to the sequence of WI numbers: that is, jump from the WI with smaller sequence numbers to the WI with larger sequence numbers;

[0167] Step 4.6: The transfer position is successful;

[0168] Step 4.7: After the transfer jump is successful, the salesperson manually determines whether to continue the transfer operation; if it is determined to be yes, continue to step S5; if it is determined to be no, the operation process of canceling the transfer is executed in the TOS system.

[0169] Scenario (operating condition) 5: Cancel the transfer based on step S5: Control the IGV vehicle to move from the operation position of the unloading quay crane to the operation position of the loading quay crane; at this time, the salesperson decides that he does not want to continue to execute step S6, and can choose to execute the operation process of canceling the transfer in the TOS system, such as Fig. 9 shown.

[0170] Scenario (operating condition) 6: Cancel the transshipment based on step S6: Based on step S6: Confirm the transshipment loading instruction through the TOS system, thereby confirming the status of the container loaded on the liner, and confirm that the transshipment plan has been completed when the transshipment unloading instruction is completed. After this step is completed, the transshipment operation is completed according to the process, and the transshipment is not allowed to be cancelled.

[0171] The above-mentioned cancellation of barge transfer operation involves two types of operation processes: 1. Cancel the barge transfer and then return to the site; 2. Cancel the barge transfer and then return to the previous status;

[0172] The specific operation process of cancelling the transfer and returning to the site is as follows: Steps 001 to 008:

[0173] Step 001: Determine whether it is in the sent ECS state (sent ECS state: a task state information); specifically, according to the "TOS-scheduling-ECS" data transmission and interaction process, when the scheduling system coordinates all task information and makes decisions and outputs them to the ECS system, the state of the task instruction (WI) will be marked as "sent ECS state"; canceling the transfer operation is a TOS system operation, and it is necessary to ensure that the state of the task instruction (WI) is not in the "sent ECS state";

[0174] Step 002: abort task of the loading quay crane (Abort task is to abort task); specifically, abort the task of "the scheduling system coordinates all task information and makes decisions and outputs them to the ECS system", so that the task is not in the "sent ECS state";

[0175] Step 003: Cancel the transfer and select return to the site;

[0176] Step 004: The system determines whether the original transshipment loading plan double container relationship is affected. If so, the loading of the relevant container number needs to be deleted first;

[0177] Step 005: The process of the barge unloading instruction operation changes from horizontal barge to unloading yard, and the position is marked from the loading bay position to the planned yard position, and the task status remains in the vehicle status;

[0178] Step 006: The process of the ship-loading instruction changes from horizontal ship-loading to ship-loading, the position is changed from the loading bay position to the planned yard position, and the task status changes to the planned status;

[0179] Step 007: The planned status of the transshipment plan is marked with CNL;

[0180] Step 008: IGV goes to the designated yard destination to complete the task of unloading the ship and delivering the containers.

[0181] Specifically, the cancellation of transshipment (return to yard) applies to the planner's manual judgment, and the unloading and loading operation process is changed from "horizontal transshipment" to "unloading and entering the yard + leaving and loading the ship", that is, the containers originally planned for transshipment are put into the yard, and subsequent transshipment operations will no longer be carried out and cannot be carried out.

[0182] Specifically, in step 004, if the loading twin crane relationship is inconsistent with the unloading twin crane relationship, and the unloading and barge container jump fails, the following steps 0041 and 0042 are executed in sequence in the method for processing the vehicle return to the yard:

[0183] Step 0041, the container that failed to jump position during transshipment is returned to the yard. The IGV needs to switch to Remote mode and issue a command to roll back in the unloading quay crane task monitoring interface. If you choose to roll back to the yard, you can enter the position manually or assign a position. The transshipment plan directly changes to CNL status, and the current container operation process changes to unloading and entering the yard.

[0184] Step 0042, if it is a twin-crane transshipment instruction, when the transshipment is returned to the yard, the original twin-crane loading position of the box will be changed to one transshipment box and one non-transshipment box. The system needs to prompt. In terms of operation, first cancel the twin-crane relationship of the instruction in the loading interface, and then return the transshipment box to the yard in the unloading quay crane task monitoring interface.

[0185] The specific operation process of canceling the transfer and returning to the previous status is as follows: Step ① to Step ⑨:

[0186] Step 1: Determine whether the ECS status has been sent;

[0187] Step ②: Loading quay crane abort task;

[0188] Step ③: Cancel the transfer and choose to return to the previous status;

[0189] Step ④: The horizontal transfer is retained in the process of the transfer and unloading instruction operation, the position is changed from the loading bay to a blank, and the task status is changed from the on-board status to the sent status;

[0190] Step ⑤: The horizontal transshipment is retained in the transshipment loading instruction operation process, the position is changed from the loading bay to a blank, and the task status is changed from the on-board status to the sent status;

[0191] Step ⑥: The IGV carries the box to the bottom of the ship unloading quay crane and performs interactive locking. The ship unloading quay crane lifts the box over the barge and returns it to the barge, completing the return task;

[0192] Step 7: Cancel the activation of the barge unloading instruction and the overloading and unloading instruction;

[0193] Step ⑧: Delete the loading;

[0194] Step ⑨: Delete the transshipment plan and the transshipment task is cancelled successfully.

[0195] Cancellation of barge transfer (return to the site) is applicable to the planner's manual judgment. The barge transfer operation will not be carried out temporarily, and the boxes originally planned for barge transfer will be returned to the barge. Before executing step 9, the operation process of unloading and loading ships has always been "horizontal barge transfer". After executing step 9, the barge transfer plan can be added again to execute the barge transfer operation process.

[0196] Based on the above-mentioned cancellation of transshipment operation process, this embodiment proposes a specific cancellation of transshipment case as follows:

[0197] Cancellation of transshipment case (I): The two containers on the IGV are not all transshipment containers in the same transshipment group:

[0198] One box on the IGV is the transshipment stowage group a (referred to as "A1 box"), and the other box is the transshipment stowage group b (referred to as "B1 box"). At this time, the TOS system transshipment jump fails, and the following plan A or plan B can be implemented:

[0199] Plan A: Cancel the transshipment of B1 container (return to the previous state), the IGV takes the container to the bottom of the unloading quay crane and interlocks it, the unloading quay crane lifts B1 container back to the barge, and the retraction task is completed; another container with transshipment stowage group a (referred to as "A2 container") is redeployed, the transshipment stowage group of A1 container and A2 container on the IGV is a, and the transshipment jump is performed again. After the transshipment jump is successful, A1 container and A2 container continue to execute the transshipment process; B1 container can be rescheduled to add a transshipment plan;

[0200] Plan B: Cancel the transshipment of A1 and B1 containers (return them to the yard), and change the operation process from "horizontal transshipment" to "unloading and entering the yard + leaving and loading the ship". The IGV goes to the designated yard destination to complete the task of unloading and entering the yard to deliver the containers. Subsequently, A1 and B1 containers will no longer and cannot be transshipped.

[0201] Cancellation of barge transfer case (II): There is no activated barge transfer loading instruction in the same barge transfer group:

[0202] All activated transshipment loading instructions in the same transshipment group are jumped. After the transshipment unloading instructions continue to confirm the loading, there is no activated transshipment loading instruction in the same transshipment loading group. The TOS system transshipment jump fails, then the following plan C, plan D or plan E can be executed.

[0203] Solution C: The business personnel determines that the transshipment operation needs to be continued, reactivates the transshipment loading instructions in the same transshipment group, and manually assigns the transshipment position to continue the transshipment jump operation process;

[0204] Solution D: The business personnel determine that the transshipment operation does not need to be continued for the time being, but the subsequent operations still need to continue the transshipment operation. Then the operation process of canceling the transshipment (rolling back to the previous state) is executed, and the IGV carries the box to the bottom of the unloading quay crane and performs interactive locking. The unloading quay crane lifts the transshipment box back to the barge, completing the rollback task. When the subsequent operations require it, the transshipment operation process is rearranged;

[0205] Plan E: If the business personnel determine that the transshipment operation is no longer required at present or in the future, the transshipment (return to the yard) operation process will be cancelled; the IGV will go to the designated yard destination to complete the task of unloading and delivering containers.

[0206] Cancellation of barge transfer case (III): Barge transfer loading can only be carried out in single containers, and the total quantity is an odd number. The last single barge transfer loading instruction cannot jump;

[0207] According to the transshipment jump logic, when unloading 20-foot containers by transshipment, the system transportation mode defaults to double-container transportation, that is, after unloading a 20-foot container onto the IGV, the IGV will not move directly, but will wait for another 20-foot container to be unloaded onto the IGV, and the two containers will jump together; and when some positions on the ship can only operate with a single 20-foot container and the total number of queue tasks is an odd number, the previous tasks can jump normally and successfully, and the remaining last transshipment loading task cannot jump. Specifically, you can choose the following solution F or solution G:

[0208] Solution F: Find a transshipment unloading instruction, switch the transportation mode to single-box transportation and unload a single 20-foot container onto the ship. After the transshipment unloading container is unloaded onto the ship, directly find the single 20-foot queue for transshipment jump. There is no need to wait for a 20-foot container to be unloaded, and the transshipment jump can be successful, and the transshipment loading task can be executed;

[0209] Solution G: Execute Cancel Rejection (Return to the Previous Status) or Cancel Rejection (Return to the Previous Status).

[0210] Example 4

[0211] Embodiment 4 is an optimized design of any technical solution in Embodiment 1;

[0212] The manual cancellation of the refueling process is selectively performed in the process between step S1 and step S2, the process between step S2 and step S3, the process between step S3 and step S4, the process between step S4 and step S5, or the process between step S5 and step S6. The manual cancellation of the refueling process includes steps 1001 to 1003 that are performed sequentially:

[0213] Step 1001, the TOS system determines whether the status of the lightering loading instruction is the status of the sent ECS system. If it is determined to be no, step 1002 is allowed to be executed; if it is determined to be yes, the current task is first terminated in the loading quay crane operation interface of the TOS system, so that the status of the lightering loading instruction is in the non-sent ECS system status, and then step 1002 is allowed to be executed;

[0214] Step 1002, based on the analysis of the operating conditions (see the operating conditions of Example 3 for details), determine whether the subsequent steps of the automatic transshipment loading and unloading method of the container terminal retain the current transshipment operation task; if it is determined to be yes, a process of canceling the transshipment and returning to the previous state is performed, and then step 1003 is executed; if it is determined not, a process of canceling the transshipment and then a process of canceling the transshipment and returning to the yard is performed, and then step 1003 is executed;

[0215] Step 1003, deleting the transshipment plan, thereby canceling the transshipment;

[0216] The process of canceling the barge and returning to the previous state is: at the same time, the barge and unloading instruction operation process is retained, the position is marked from the loading bay to a blank, and the task status is changed from the on-board state to the sent state; the barge and loading instruction operation process is retained, the horizontal barge, the position is marked from the loading bay to a blank, and the task status is changed from the on-board state to the sent state;

[0217] The process of canceling the barge and returning to the yard is as follows: the TOS system determines whether the cancellation of the barge will affect the double-container relationship of the original barge loading plan (the TOS system needs to ensure that after the cancellation of the barge, the loading plan will not have two boxes with a double-container relationship and the "horizontal barge + loading from the yard" operation process combination to ensure the normal logic of the system). If it is judged to be yes, the loading of the relevant container number must be deleted first, and then the TOS system allows confirmation of the return to yard instruction; if it is judged to be no, the TOS system allows direct confirmation of the return to yard instruction.

[0218] Optimally, the process of cancelling the rejection and returning to the previous state further performs the following steps in sequence:

[0219] At the same time, deactivate the barge unloading instruction and deactivate the overloading and unloading instruction;

[0220] The IGV carries the box to the bottom of the ship unloading quay crane and performs interactive locking. The ship unloading quay crane lifts the box over the barge and returns it to the barge, completing the process of returning to the previous state;

[0221] The current transshipment task returns to the initial planned state, and a manual decision is made whether to continue the transshipment process. If it is determined to be yes, the transshipment unloading instructions and the transshipment loading and unloading instructions are reactivated, and the TOS system re-executes the transshipment process; if it is determined to be no, the process of deleting the transshipment plan is executed.

[0222] Optimally, the process of cancelling the rejected goods and returning them to the site further performs the following steps in sequence:

[0223] The TOS system confirms the return instruction;

[0224] The operation process of the barge unloading instruction changes from horizontal barge to unloading entry, the position is marked from the loading bay to the planned yard position, and the task status remains in the vehicle state; the operation process of the barge loading instruction changes from horizontal barge to exit loading, the position is marked from the loading bay to the planned yard position, and the task status changes to the planned status; the system automatically deletes the barge plan;

[0225] IGV goes to the designated yard destination, completes the task of unloading the ship and delivering the containers, and completes the return process.

[0226] The manual cancellation of the barge transfer process performed in this embodiment has the following advantages:

[0227] Realize manual intervention in the barge transfer process and actively cancel the barge transfer (in the actual production process, due to the poor planning of barge unloading and the diversity of liner loading needs, it is necessary to frequently switch between barge transfer, cancel barge transfer, barge transfer, and cancel barge transfer. The existing technology only provides the operation process of barge transfer, which is the operation process involving canceling barge transfer);

[0228] The logic of the existing transshipment operation is improved; (Since the existing transshipment operation is irreversible, the system may crash easily when an abnormal situation is anticipated, resulting in the inability to carry out the terminal unloading production operation) The manual cancellation of transshipment process performed in this embodiment analyzes the abnormal conditions that occur in the normal transshipment process, and proposes a transshipment abnormality processing method (including but not limited to cancellation of transshipment) for multiple transshipment processes, thereby ensuring the smooth progress of the terminal loading and unloading production operation, and improving and supplementing the logic of the existing transshipment operation;

[0229] It can cope with the following complex working conditions: First, the diversity of container types required for liner loading during the transshipment process makes it difficult to fully match the barge unloading. Liners are subject to weight restrictions, height restrictions, space restrictions, and seaworthiness requirements. Loading on the bilge or deck requires a combination of multiple container types. Taking the 22-shell bilge loading demand of a 180-meter liner as an example, according to the operation plan, 40 small ordinary containers need to be loaded first, then other container types, and finally 40 small ordinary containers. The transshipment barge carries 120 small ordinary containers, and it is impossible to predict in advance which 80 containers will be arranged for transshipment. Therefore, all 120 small ordinary containers will be transshipped, and the first 40 small ordinary containers will be arranged for the first round of transshipment; the transshipment of the remaining 80 small ordinary containers will be cancelled, and 40 will be arranged for unloading; and the second round will be arranged before the liner needs to load the last 40 small ordinary containers. The first is the barge transfer; the second is the uncertainty of the barge unloading operation in the transfer link, and non-barge containers and barge containers are on the same IGV at the same time; when the liner loads small containers, the loading quay crane generally operates with two containers. If non-barge containers and barge containers are on the same IGV at the same time, and the IGV carries the barge containers to the bottom of the bridge for loading, the liner loading quay crane needs to switch the hoisting device to the single-container operation mode, affecting the smooth operation of the current quay crane; when the loading quay crane switches from double-container loading to single-container loading, the loading operation position on the ship also needs to be adjusted, and it needs to move forward or backward by half a 20-foot container. The front or rear loading quay crane also needs to perform avoidance operation, affecting the smooth operation of the front and rear quay cranes.

[0230] 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 loading and unloading control method for an automated container terminal for water-to-water transshipment, which is applied to an automated container terminal including a TOS system, an ECS system, a dispatching system, multiple IGV vehicles, unloading quay cranes and loading quay cranes. The ECS system is used to control the unloading quay cranes, loading quay cranes and control and dispatch multiple IGV vehicles. The dispatching system is used to coordinate task information and make decisions and output them to the ECS system. The TOS system communicates with the ECS system and the dispatching system respectively, and is characterized in that: The automatic transshipment loading and unloading method of the container terminal comprises the following steps performed in sequence: Step S1: Formulate a transfer plan in the TOS system; Step S2: Activate the barge unloading instruction and the barge loading instruction; Step S3: unloading the container by transshipment and confirming loading; Step S4: The transshipment loading instruction jumps successfully; Step S5: Control the IGV vehicle to move from the operating position of the ship unloading quay crane to the operating position of the ship loading quay crane; Step S6: Confirm the transshipment loading instruction through the TOS system, thereby confirming the status of the container being loaded on the liner. When the transshipment unloading instruction is completed, confirm that the transshipment plan has been completed; Step S1 includes the following sub-steps executed in sequence: Step S11, comparing the barge unloading manifest data obtained by the TOS system with the barge unloading ship diagram data. When the degree of similarity between the barge unloading manifest data and the barge unloading ship diagram data meets a qualified condition, the TOS system marks the import confirmation status; Step S12, comparing the liner loading list obtained by the TOS system with the liner loading list. When the degree of similarity between the liner loading list and the liner loading list meets a qualified condition, the TOS system marks the export confirmation status; Step S13, the TOS system adds a transshipment plan; Step S14, the TOS system gives transshipment loading grouping; Step S13 includes the following sub-steps executed in sequence: S131, the TOS system determines whether the shipping data has been confirmed for export. If it is confirmed, the transshipment plan is allowed to be added; if it is not confirmed, the transshipment plan is not allowed to be added; S132, the TOS system determines whether the shipping container meets the transshipment flow direction: if it is determined to be yes, it is allowed to add a transshipment plan; if it is determined to be no, it is not allowed to add a transshipment plan; S133, the TOS system determines whether the container is unloaded on the barge; if it is determined to be yes, adding a barge plan is not allowed, and if it is determined to be no, adding a barge plan is allowed; S134, the TOS system determines whether the container is loaded on a liner; if it is determined to be yes, adding a transshipment plan is not allowed, and if it is determined to be no, adding a transshipment plan is allowed.

2. The loading and unloading control method for an automated container terminal suitable for water-to-water transfer according to claim 1, characterized in that: Step S14 includes the following sub-steps executed in sequence: Step S141, judging whether the same container size is met, if it is judged that it is allowed to group them into the same transshipment group, otherwise it is not allowed to group them into the same transshipment group; Step S142, determining whether the same container type is satisfied, if so, allowing the same transshipment grouping, otherwise not allowing the same transshipment grouping; Step S143, judging whether the same unloading port flow direction is satisfied, if so, the same transshipment grouping is allowed, otherwise the same transshipment grouping is not allowed; Step S144, judging whether the same empty weight attribute is satisfied, if it is determined that it is satisfied, the same transshipment group is allowed, otherwise the same transshipment group is not allowed; the same empty weight attribute means that the containers in the transshipment plan have the same size, the same type, the same unloading port and the same empty weight attribute; Step S145, determining whether the unloading instruction is in the planned state: if the unloading instruction is in the planned state, a transshipment loading group can be given; if the unloading instruction is in the unplanned state, no transshipment loading group is allowed to be given; the unplanned state of the unloading instruction is an activated state or a subsequent state; Step S146, determining whether to create a loading instruction: when the loading instruction has not been created, a transshipment loading group is given; when the loading instruction has been created, no transshipment loading group is allowed to be given.

3. The loading and unloading control method for an automated container terminal suitable for water-to-water transfer according to claim 1, characterized in that: In step S1, a transshipment plan is formulated through the business operation management subsystem (BOM) of the TOS system; the formulation of the transshipment plan needs to meet the following two conditions: Condition 1: The liner loading information must be consistent with the barge unloading information and must be compared and confirmed by export; Condition 2: Transshipment containers with the same size, type, unloading port, empty weight and not unloaded from the ship shall be grouped into the same transshipment loading group.

4. The loading and unloading control method for an automated container terminal suitable for water-to-water transfer according to claim 1, characterized in that: In step S2, the barge unloading instruction and the barge loading instruction are activated through the core operation management subsystem (COM) of the TOS system; step S2 includes the following sub-steps: Step S21, loading, locking and allocating the transshipment container to the quay crane in the core operation management subsystem (COM) of the TOS system, so that the loading instruction reaches a state that allows it to be activated; Step S22, when the unloading instruction is confirmed on board, the transshipment loading instruction is jumped after satisfying the conditions of being in the activated state; the process of confirming the loading is as follows: the unloading quay crane lifts the container from the barge to the IGV, the external OCR device communicating with the TOS system identifies the unloading container number, matches the unloading task, and the TOS system internally confirms the unloading instruction.

5. The loading and unloading control method for an automated container terminal suitable for water-to-water transfer according to claim 1, characterized in that: In step S3, the empty IGV arrives under the quay crane and interactively locks, executes the barge unloading instruction task, and confirms the boarding; the process of confirming the boarding is: the unloading quay crane lifts the container from the barge to the IGV, the external OCR device communicating with the TOS system identifies the unloading container number, matches the unloading task, and the TOS system internally confirms the unloading instruction.

6. The loading and unloading control method for an automated container terminal suitable for water-to-water transfer according to claim 1, characterized in that: The successful jump of the barge loading instruction described in step S4 requires the following three conditions to be met: Condition 1: The barge loading instruction jumps in the order of the activated barge loading task queue WQ and task instruction WI under the same barge loading group; Condition 2: The destination position information of the barge unloading instruction is updated to the loading position, and the starting position of the barge loading instruction is updated to the barge unloading position; Condition 3: After the barge loading instruction jumps successfully, the instruction task status is synchronized with the barge unloading instruction task status.

7. The loading and unloading control method for an automated container terminal suitable for water-to-water transfer according to claim 1, characterized in that: Step S5 includes the following sub-steps performed in sequence: Step S51, unload the container from the lighter and load it onto the IGV vehicle, and the instruction of the core operation management subsystem (COM) in the TOS system confirms the loading; Step S52, the transshipment loading instruction jumps; Step S53, the destination location is assigned to the IGV vehicle, and the IGV vehicle plans a path to the bottom of the loading quay crane; Step S54, the IGV vehicle arrives at the bottom of the loading quay crane and interacts.

8. The loading and unloading control method for an automated container terminal suitable for water-to-water transfer according to claim 1, characterized in that: Step S6 includes the following sub-steps performed in sequence: Step S61, transfer the container to the ship and confirm the instruction; Step S62, the barge unloading instruction and the barge loading instruction are confirmed at the same time, and the barge task is completed.

9. The loading and unloading control method for an automated container terminal suitable for water-to-water transfer according to claim 1, characterized in that: The manual cancellation of the refueling process is selectively performed in the process between step S1 and step S2, the process between step S2 and step S3, the process between step S3 and step S4, the process between step S4 and step S5, or the process between step S5 and step S6. The manual cancellation of the refueling process includes steps 1001 to 1003 that are performed sequentially: Step 1001, the TOS system determines whether the status of the lightering loading instruction is the status of the sent ECS system. If it is determined to be no, step 1002 is allowed to be executed; if it is determined to be yes, the current task is first terminated in the loading quay crane operation interface of the TOS system, so that the status of the lightering loading instruction is in the non-sent ECS system status, and then step 1002 is allowed to be executed; Step 1002, determining whether the subsequent steps of the automatic transshipment loading and unloading method of the container terminal retain the current transshipment operation task; If the judgment is yes, a process of canceling the rejection and returning to the previous state is performed, and then step 1003 is executed; if the judgment is no, a process of canceling the rejection and returning to the site is performed, and then step 1003 is executed; Step 1003, deleting the transshipment plan, thereby canceling the transshipment; The process of canceling the barge and returning to the previous state is: at the same time, the barge and unloading instruction operation process is retained, the position is marked from the loading bay to a blank, and the task status is changed from the on-board state to the sent state; the barge and loading instruction operation process is retained, the horizontal barge, the position is marked from the loading bay to a blank, and the task status is changed from the on-board state to the sent state; The process of canceling the barge and returning to the yard is as follows: the TOS system determines whether the cancellation of the barge will affect the double-container relationship of the original barge loading plan. If it is determined to be yes, the loading of the relevant container number must be deleted first, and then the TOS system allows confirmation of the return to the yard instruction; if it is determined to be no, the TOS system allows direct confirmation of the return to the yard instruction.

10. The loading and unloading control method for an automated container terminal suitable for water-to-water transfer according to claim 9, characterized in that: The process of canceling the rejection and returning to the previous status also performs the following steps in sequence: At the same time, deactivate the barge unloading instruction and deactivate the overloading and unloading instruction; The IGV carries the container to the bottom of the ship unloading quay crane and performs interactive locking. The ship unloading quay crane lifts the container over the barge and returns it to the barge, completing the process of returning to the previous state; The current transshipment task returns to the initial planned state, and a manual decision is made whether to continue the transshipment process. If it is determined to be yes, the transshipment unloading instructions and the transshipment loading and unloading instructions are reactivated, and the TOS system re-executes the transshipment process; if it is determined to be no, the process of deleting the transshipment plan is executed.

11. The loading and unloading control method for an automated container terminal suitable for water-to-water transfer according to claim 9, characterized in that: The process of cancelling the rejection and returning to the site also performs the following steps in sequence: The TOS system confirms the return instruction; The operation process of the barge unloading instruction changes from horizontal barge to unloading entry, the position is marked from the loading bay to the planned yard position, and the task status remains in the vehicle state; the operation process of the barge loading instruction changes from horizontal barge to exit loading, the position is marked from the loading bay to the planned yard position, and the task status changes to the planned status; the system automatically deletes the barge plan; IGV goes to the designated yard destination, completes the task of unloading the ship and delivering the containers, and completes the return process.

12. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the loading and unloading control method of an automated container terminal suitable for water-to-water transshipment as described in any one of claims 1 to 11 are implemented.

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