Unmanned port emergency logistics distribution method and related device

Abstract

The invention provides an unmanned port emergency logistics distribution method and a related device, and relates to the unmanned driving field, when a scheduling request of a port vehicle operation management platform is obtained, a freight truck is controlled to enter an unmanned driving mode, and the freight truck is navigated to a specified frontier cargo loading and unloading parking position based on a port area high-precision map, so that the unmanned port emergency logistics distribution method is realized. And then a loading request is reported to the vehicle operation management platform, when notification information used for representing that loading and unloading are completed is obtained, the box locking box is controlled to be locked, and the freight container truck is controlled to return to the initial position. In the process, the freight container trucks in the harbor area are controlled to run in an unmanned mode and are uniformly scheduled by the harbor vehicle operation management platform, so that smooth traffic in the harbor area can be ensured, the loading efficiency is improved, port scheduling terminal equipment does not need to be deployed in a freight container truck cabin, the scheduling cost is reduced, and the scheduling efficiency is improved. The process does not need participation of a driver, and the personal safety of the driver in the loading process is guaranteed.

Description

Technical Field

[0001] The present invention relates to the field of unmanned driving technology, and in particular to an unmanned port emergency logistics distribution method and related devices. Background Art

[0002] Ship unloading and logistics distribution in manned ports mainly rely on various manned mechanical equipment, coordinated cooperation of dispatchers, tally clerks, drivers, container inspectors, warehouse keepers, loaders, planners, etc. The on-site environment is complex and the loading and unloading efficiency is low. Summary of the invention

[0003] In view of this, an embodiment of the present invention provides an unmanned port emergency logistics distribution method and related devices to achieve efficient loading and unloading of port cargo.

[0004] To achieve the above objectives, the embodiments of the present invention provide the following technical solutions:

[0005] An unmanned port emergency logistics distribution method, comprising:

[0006] Obtain the high-precision map of the port area issued by the high-precision map system of the port area;

[0007] Obtain dispatch requests from the port vehicle operation management platform and control freight container trucks to enter unmanned driving mode;

[0008] Obtain the path planning and designated frontier loading and unloading parking position issued by the vehicle operation management platform, and navigate the freight container truck to the designated frontier loading and unloading parking position based on the high-precision map of the port area;

[0009] Report loading requests to the vehicle operation management platform;

[0010] When the notification information indicating that the loading and unloading is completed is obtained, the lock box is controlled to be locked, and the freight container truck is controlled to return to the starting position.

[0011] Optionally, in the above-mentioned unmanned port emergency logistics distribution method, the path planning and the designated frontier loading and unloading parking position issued by the vehicle operation management platform are obtained, and the freight container truck is navigated to the designated frontier loading and unloading parking position based on the high-precision map of the port area, including:

[0012] Obtain the designated frontier loading and unloading parking location issued by the vehicle operation management platform;

[0013] Get the most recent route plan issued by the vehicle operation management platform;

[0014] Based on the most recently issued planned route and the high-precision map of the port area, the freight container truck is navigated to the designated frontier loading and unloading parking location.

[0015] Optionally, in the above unmanned port emergency logistics distribution method, after controlling the lock box to be locked and before controlling the freight container truck to return to the starting position, the method further includes:

[0016] Determine whether the remaining energy of the freight truck is sufficient, wherein the remaining energy refers to the remaining power;

[0017] If the remaining energy is insufficient, the freight container truck is navigated to a charging location for charging based on the high-precision map of the port area.

[0018] Optionally, in the above unmanned port emergency logistics distribution method, after controlling the freight container truck to enter the unmanned driving mode, the method further includes:

[0019] Acquiring status data of the freight container truck based on a set frequency, the status data including at least one of position data, posture data, and fault diagnosis data;

[0020] Uploading the status data to the backend server, so that the remote fault diagnosis system can predict whether the freight truck is faulty through the status data obtained by the backend server;

[0021] When the remote control takeover command is obtained, the unmanned driving mode is exited, and the driving state of the freight container truck is controlled based on the control command issued by the remote driving platform.

[0022] An unmanned port emergency logistics distribution device, comprising:

[0023] A map acquisition unit, used to acquire a high-precision map of the port area issued by a high-precision map system of the port area;

[0024] A dispatch request acquisition unit is used to obtain the dispatch request from the port vehicle operation management platform and control the freight container truck to enter the unmanned driving mode;

[0025] A navigation unit, used to obtain the path planning and designated frontier loading and unloading parking position issued by the vehicle operation management platform, and navigate the freight container truck to the designated frontier loading and unloading parking position based on the high-precision map of the port area;

[0026] The loading and unloading request unit is used to report loading requests to the vehicle operation management platform;

[0027] The return unit is used to control the lock box to be locked and control the freight container truck to return to the starting position when the notification information indicating the completion of loading and unloading is obtained.

[0028] A freight container truck comprises the above-mentioned unmanned port emergency logistics distribution device.

[0029] An unmanned port emergency logistics distribution system, comprising:

[0030] TOS port terminal operating system, TOS integrated service interface, container yard planning system, digital twin operation simulation platform, intelligent freight truck vehicle operation management platform, vehicle operation data analysis system, port area road traffic situation awareness and dispatching system, port area high-precision positioning system, port area high-precision map system, port area OTA system and remote fault diagnosis system;

[0031] The TOS port terminal operating system is responsible for managing and controlling terminal operations;

[0032] The TOS integrated service interface is used to implement data interaction with various external service systems and terminal devices;

[0033] The container yard planning system is responsible for arranging the loading and unloading, transportation, storage and custody of containers in the yard;

[0034] The digital twin operation simulation platform is used to perform simulation analysis based on the data obtained from the TOS integrated service interface and the intelligent freight truck vehicle operation management platform;

[0035] The intelligent freight truck operation management platform is used to manage freight truck information, remote real-time monitoring, port route planning, logistics distribution task dispatch management, and port loading and unloading command and dispatch. The freight truck is the freight truck described in claim 6;

[0036] The vehicle operation data analysis system is used to perform statistical analysis on the operation efficiency, operation safety, transportation cost and other aspects of freight container trucks, and provide decision support;

[0037] The port area road traffic situation perception and dispatching system is used to obtain the traffic data of the port road in real time, and use the deep learning algorithm to analyze and process the traffic data to determine the traffic congestion situation and the probability of road accidents, and update the traffic situation information in real time;

[0038] The high-precision positioning system of the port area is used to utilize the signal of the GNSS satellite navigation system, combined with the positioning base station LBS and sensor data, and obtain the accurate location information of the freight container truck through algorithm processing;

[0039] The port area high-precision map system is used to collect and map the port area traffic environment information in advance, and to provide high-precision maps of the port area to freight trucks entering the port area through the vehicle operation management platform;

[0040] The port area OTA system is used to perform OTA system upgrades on freight container trucks;

[0041] The remote fault diagnosis system is used to obtain fault information and status data uploaded by the freight container truck, and perform fault diagnosis on the freight container truck based on the fault information and status data.

[0042] Optionally, the above unmanned port emergency logistics distribution system further includes:

[0043] Information security protection system, port C-V2X vehicle-road collaboration system, port remote parallel driving and test bench system and logistics company vehicle monitoring operation platform;

[0044] The information security protection system is used to ensure the safe operation of the intelligent freight truck vehicle operation management platform;

[0045] The port area C-V2X vehicle-road cooperative system is used to generate structured data of roadside traffic events, traffic signs, and traffic participants in the unmanned port area;

[0046] The port area remote parallel driving and test bench system is used to achieve end-to-end remote direct control of the vehicle;

[0047] The logistics company's vehicle monitoring and operation platform is used to communicate and interact with the intelligent freight truck vehicle operation and management platform to realize the dispatching and receiving of emergency logistics distribution tasks at the port.

[0048] Based on the above technical solution, the above solution provided by the embodiment of the present invention, when the dispatch request of the port vehicle operation management platform is obtained, the freight container truck is controlled to enter the unmanned driving mode, and the freight container truck is navigated to the designated front loading and unloading parking position based on the high-precision map of the port area, and then the loading request is reported to the vehicle operation management platform. When the notification information used to represent the completion of loading and unloading is obtained, the lock box is controlled to be locked, and the freight container truck is controlled to return to the starting position. In this process, the freight container truck in the port area is controlled by the unmanned driving mode and is uniformly dispatched by the port vehicle operation management platform, which can ensure the smooth traffic in the port area, improve the loading efficiency, and there is no need to deploy the port mobilization terminal equipment in the cabin of the freight container truck, which reduces the dispatching cost. In addition, the process does not require the participation of the driver, which ensures the personal safety of the driver during the loading process. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0050] Figure 1 and Figure 2This is a schematic diagram of the loading and unloading process at a manned port;

[0051] Figure 3 and Figure 4 It is a schematic diagram of the loading and unloading operation process of the unmanned port in the existing scheme;

[0052] Figure 5 A schematic diagram of the structure of an unmanned port emergency logistics distribution system disclosed in an embodiment of the present application;

[0053] Figure 6 A schematic diagram of the process of the humanized port emergency logistics distribution method disclosed in the embodiment of the present application;

[0054] Figure 7 This is a schematic diagram of the dispatching process of freight container trucks;

[0055] Figure 8 A schematic diagram of a process flow of a humanized port emergency logistics distribution method disclosed in another embodiment of the present application;

[0056] Fig. 9 A schematic diagram of a process flow of a humanized port emergency logistics distribution method disclosed in another embodiment of the present application;

[0057] Fig.10 This is a schematic diagram of the structure of the humanized port emergency logistics distribution device disclosed in the embodiment of the present application;

[0058] Fig.11 This is a schematic diagram of the EE electronic and electrical architecture of a freight container truck;

[0059] Fig.12 This is a schematic diagram of the low-voltage power supply redundancy architecture of a freight container truck. DETAILED DESCRIPTION

[0060] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, 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 creative work are within the scope of protection of the present invention.

[0061] First, the professional terms used in this application are explained:

[0062] Container straddle carriers are the main type of container handling equipment, mainly responsible for horizontal transportation from the front of the wharf to the yard, and for container stacking at the yard. They are widely used in port loading and unloading operations due to their flexibility, high efficiency, good stability, and low wheel pressure. The driving area of ​​this type of vehicle is limited to the port terminal, and it is driven by port loading and unloading freight maintenance personnel and cannot leave the port;

[0063] Container stackers play an important role in port loading and unloading operations. They have simple structure, flexible control, good micro-motion, high explosion-proof safety performance, and are stable and fast. They can meet the needs of port container handling and stacking.

[0064] The AI ​​Guided Transporter (AIGT) is composed of six major systems: frame assembly, cabinet assembly, chassis assembly, electrical assembly, power system, and exterior assembly. It uses multi-sensor fusion positioning technologies such as satellite navigation positioning, laser radar SLAM, and visual SLAM. It can build maps in real time and use a fusion positioning method that allows multiple vehicles to collaboratively share environmental information. This not only saves costs and improves efficiency, but is also safer.

[0065] The shore container crane (abbreviated as quay crane or bridge crane) is a professional equipment specially used for loading and unloading container ships at container terminals. It is usually installed on the shore of the port terminal.

[0066] A rubber-tyred gantry crane is a wheeled crane that uses a special chassis. It has excellent lateral stability and is capable of full-rotation operations. It is often used in relatively fixed work locations and lifting operations with large workloads. The advantage of a rubber-tyred gantry crane lies in its flexibility. It can adapt to various conditions at the port site, thus improving the flexibility of the operation. At the same time, due to its good adaptability and mobility, it can quickly reach the port site and perform lifting operations, thus improving construction efficiency. The rubber-tyred gantry crane has a wide range of applications and can adapt to various types of projects and on-site requirements. It also has a simple structure and is easy to maintain and repair.

[0067] TOS: Terminal Operating System

[0068] AIGT: AI Guided Transporter, driverless container transporter

[0069] DCDC: Direct Current to Direct Current, DC-DC converter

[0070] ADC: Autonomous Driving Controller, unmanned driving domain controller

[0071] EPS: Electric Power Steering, electric power steering system

[0072] EMB: Electromechanical Brake System, electronic mechanical brake system

[0073] ICG: Intelligent Central Gateway

[0074] IDC: Intelligent Cockpit Domain Controller

[0075] VCU: Vehicle Control Unit

[0076] BDC: Body Domain Controller

[0077] TMC: Thermal Management Controller

[0078] IBOX: Intelligent BOX, 5G-V2X intelligent connected box

[0079] HMI: Human Machine Interface

[0080] GMSL: Gigabit Multimedia Serial Links, Gigabit Multimedia Serial Link

[0081] DMC: Driver Monitor Camera

[0082] CAN: Controller Area Network

[0083] CANFD: CAN with Flexible Data rate, Controller Area Network with Flexible Data rate

[0084] AHD: Analog High Definition

[0085] SOC: System on Chip

[0086] MCU: Microcontroller Unit

[0087] INS: Inertial Navigation System

[0088] UPA: Ultrasonic Parking Assistance

[0089] USS: Ultra Sonic System, ultrasonic radar system

[0090] Hardwire: Hardwire

[0091] W-FLC: Width Distance-Front Looking Camera, wide distance front looking camera

[0092] L-FLC: Long Distance-Front Looking Camera, long distance front looking camera

[0093] F-AVM: Front-Around View Monitor, forward surround camera

[0094] L-AVM: Left-Around View Monitor, left surround camera

[0095] R-AVM: Right-Around View Monitor, right side surround camera

[0096] FLM: Front Lidar Module, forward-facing laser radar

[0097] LF-CL: Left Front-Corner Lidar, left front corner Lidar

[0098] RF-CL: Right Front-Corner Lidar, right front corner Lidar

[0099] L-FDVC: Left-Far Driving View Camera, left remote driving monitoring camera

[0100] R-FDVC: Right-Far Driving View Camera, right remote driving monitoring camera

[0101] LF-SVC: Left Front-Side View Camera, left front side view camera

[0102] RF-SVC: Right Front-Side View Camera, right front side view camera

[0103] LR-SVC: Left Rear-Side View Camera, left rear side view camera

[0104] RR-SVC: Right Rear-Side View Camera, right rear side view camera

[0105] RLC: Rear Looking Camera, rear view camera

[0106] FRM: Front Radar Module, forward millimeter-wave radar

[0107] LF-CRM: Left Front-Corner Radar Module, left front corner millimeter wave radar

[0108] LR-CRM: Left Rear-Corner Radar Module, left rear corner millimeter wave radar

[0109] RF-CRM: Right Front-Corner Radar Module, right front corner millimeter wave radar

[0110] RR-CRM: Right Rear-Corner Radar Module, right rear corner millimeter wave radar

[0111] CLBC: Container Lock Box Controller

[0112] OTA: Over-the-Air Technology, air download technology

[0113] LBS: Location Based Service, base station positioning service

[0114] GNSS: Global Navigation Satellite System

[0115] ODD: Operational Design Domain, unmanned driving operation design domain

[0116] SDK: Software Development Kit, software development kit

[0117] C-V2X: Cellular-Vehicle to Everything

[0118] MQTT: Message Queuing Telemetry Transport, message queue telemetry transport protocol

[0119] JT / T808: A vehicle terminal communication protocol widely used in China, used for data communication between vehicles and monitoring centers

[0120] TCP / IP: Transmission Control Protocol / Internet Protocol, Transmission Control Protocol / Internet Protocol

[0121] RSU: Road Side Unit

[0122] MEC: Mobile Edge Computing

[0123] EE: Electrical / Electronic

[0124] Port logistics emergency logistics distribution tasks are one of the tasks that often appear during port operations. For port logistics emergency logistics distribution tasks, the problems of analyzing the existing implementation plans are as follows:

[0125] See also Figure 1 and Figure 2 The following is a schematic diagram of the loading and unloading process of manned ports. Manned ports allow logistics companies' freight container trucks to enter the port front, pick up cargo from ships through quay crane equipment, and then place containers directly on the target freight container trucks. Although this solution can respond to and solve emergency logistics distribution tasks to a certain extent, it still has the following problems:

[0126] The port dispatching equipment terminal deployed in the cargo truck cabin and the dedicated equipment terminal for real-time communication between the cargo truck cabin and the monitoring personnel in the port dispatching system background are relatively expensive. If all cargo trucks entering the port are equipped with these devices, the port cost will be very high.

[0127] The drivers of freight trucks may not be familiar with the port area environment. Even with the assistance of dispatch equipment terminals and real-time communication equipment, it is not easy to drive to the designated loading and unloading location quickly and accurately. The repeated confirmation of the loading and unloading location, feasible route planning, and temporary route adjustments caused by emergencies encountered during the vehicle driving process are time-consuming and labor-intensive.

[0128] A cargo ship can be equipped with 3 to 4 quay cranes when docking and unloading, depending on the length and capacity of the ship. Each quay crane picks up cargo from the ship (depending on the size and weight of the container, it can grab up to two containers at the same time). The picking process must be manually controlled by the quay crane driver, and the container to be grabbed and placed on the target vehicle must be accurate, otherwise the container will be delivered to the wrong logistics destination. The loading and unloading process of these manually operated quay cranes is complicated, the loading and unloading status confirmation takes a long time, and it is easy to make mistakes.

[0129] After the freight truck has finished loading the container, the driver must wear a safety helmet, get off the truck to the rear of the truck, and lock the container with the operating lever. Otherwise, when the freight truck leaves, the container on the truck body is likely to slip and cause an accident. Although the driver wears a safety helmet when getting off the truck at the front of the loading and unloading port, there are still safety risks. After all, the traffic conditions at the front of the port are somewhat complicated. The containers lifted by the quay crane are all tons in weight, and the mechanical equipment, metal ropes, etc. are all aging. In addition, manual inspection to confirm the operating status makes it impossible to have 100% personal safety guarantee. In addition, the high-altitude driver of the quay crane may also be at risk of personal injury if he does not operate in accordance with standard procedures during the operation.

[0130] Figure 3 and Figure 4 This is a schematic diagram of the loading and unloading process of the unmanned port in the existing solution (realizing the intelligent and unmanned unloading of frontier unloading, horizontal transportation of flatbed trucks, unloading and stacking in container yards, and loading of cargo containers by manned freight trucks). The cargo containers of the ship are first transported to the container yard, and then dispatched to the logistics fleet for pickup and delivery. Ordinary cargo ships can generally carry hundreds to thousands of containers, and large cargo ships can carry more than 10,000 to 20,000 containers. The unloading and handling process of a cargo ship usually takes 3 to 5 days of non-stop operation to complete. After that, dispatching orders to the logistics fleet for pickup and delivery cannot guarantee the timeliness and effectiveness of emergency material delivery.

[0131] The applicant has found through research that automated loading and unloading at unmanned ports, unmanned driving in port areas, and intelligent distribution of emergency logistics are major development trends in the future. The problem to be solved by the present invention is to interconnect the monitoring and operation systems of the port system and the fleet logistics distribution company through the unmanned basic equipment environment of the port, unmanned quay cranes, unmanned freight container trucks, port TOS and background operation management service platforms, etc., to carry out intelligent transformation and upgrading of logistics freight container trucks, and to expand and develop and standardize the port background operation management service platform, etc., to build an intelligent system with comprehensive perception, ubiquitous interconnection, and port-vehicle collaboration, so that the collection and distribution channel container trucks can be unmanned in the port and manned outside the port. In order to carry out timely logistics distribution of emergency materials on ships entering the port, and further deepen the linkage of the port area.

[0132] Figure 5 This is an unmanned port emergency logistics distribution system disclosed in the embodiment of this application. Figure 5The system mainly includes: TOS port terminal operating system, TOS integrated service interface, container yard planning system, digital twin operation simulation platform, intelligent freight container truck vehicle operation management platform, vehicle operation data analysis system, port area road traffic situation awareness and dispatching system, port area high-precision local map and positioning system (port area high-precision positioning system, port area high-precision map system), port area OTA system and remote fault diagnosis system, and can also include: unmanned port operation equipment information security protection system, intelligent charging and battery replacement system, port area C-V2X vehicle-road collaborative system, port area remote parallel driving system and test bench system, logistics company vehicle monitoring operation platform and unmanned freight container trucks in the port area.

[0133] The following is a detailed introduction to each component in each framework:

[0134]

TOS Port Terminal Operating System

[0135] The computer management system used to manage and control all aspects of terminal operations is the center of terminal production management. This system can provide timely feedback on cargo ship entry and exit information, provide the best solution for terminal planning and control operations, and receive and send containers, and provide convenient services for customers. Its main functions include: ship planning, container management, cargo tracking, yard control, loading and unloading ship control, data analysis and reporting, inspection bridge, billing and acceptance, etc.

[0136]

TOS integrated service interface

[0137] TOS is the soul of port terminal operations, but it needs to be interconnected with various external service systems and terminal equipment to improve the overall efficiency of port terminal operations and facilitate the overall operation and management of port logistics and freight. The specific system type of TOS can be selected according to design requirements. There are certain differences in the core functions, data standards, and communication interfaces of each TOS system. Therefore, it is necessary to design a TOS integrated service interface. TOS uses this interface server (or cloud computing cluster environment) to handshake and interact with other external related systems to achieve interconnection and overall operation management.

[0138]

Unmanned port operation equipment

[0139] It mainly includes remote-controlled unmanned quay crane equipment, unmanned yard crane, unmanned rail crane, unmanned tire crane, unmanned container stacker, etc. These equipment terminals are limited to driving and operating within the port area and cannot leave the port. The TOS system uses an integrated service interface to monitor these unmanned equipment in real time and control loading and unloading. These unmanned port equipment are equipped with sensors such as cameras and lidar, which can perceive the operation scene in real time and assist in operation decision-making and operation process control.

[0140]

Container Yard Planning System

[0141] The yard operation plan is an arrangement for loading, unloading, handling, storage and custody of containers in the yard. This is formulated for the economical and reasonable use of the terminal yard and the planned container loading and unloading. The system communicates with TOS through the TOS integrated service interface. The main functions of the system include: port collection and collection operations (early information tracking and container collection system analysis of the yard. The yard collection is the beginning of the ship loading operation. The quality of the yard plan directly affects the subsequent stowage plan and loading. The dedicated yard planner plans and organizes the site); import operations (rational use of the yard, mastering the empty and heavy container volume and flow before unloading, finding out the information of the transit volume and the second-leg ship, and stacking by empty and heavy, and by container type, and formulating the yard operation plan to reduce the phase reversal during the container pickup process. Do a good job of urging the external container pickup to reduce the storage time of the imported container on the site, thereby improving the utilization rate of the yard); efficient operations (double-container yard plan, loading and unloading at the same time, and overall arrangement of imports and exports), etc.

[0142]

Digital Twin Operation Simulation Platform

[0143] Taking the port digital application scenario as the starting point, relying on the big data platform to build a digital twin base, linking the intelligent algorithm engine, serving the industry business applications such as scheduling decision-making, autonomous driving, and operation simulation. The main functions include: twin entity modeling, twin road network space construction, time-space / index fusion calculation, twin service, etc. Its bottom layer relies on data assets and statistical services, including asset management, data warehouse, data mining, data access and governance, spatial data calculation and service, etc. The platform needs to obtain data from the TOS integrated service interface and the intelligent freight truck vehicle operation management platform, and conduct simulation research and judgment.

[0144]

Intelligent freight truck operation and management platform

[0145] This platform is the core of the patent of this invention. Its main functions include freight truck vehicle information management, remote real-time monitoring, port route planning, logistics distribution task dispatch management, port loading and unloading command and dispatch, etc.

[0146]

Vehicle operation data analysis system

[0147] The system mainly conducts statistical analysis on the operation efficiency, operation safety, transportation cost and other aspects of freight trucks, and provides decision support. Its basic data comes from the intelligent freight truck vehicle operation management platform.

[0148]

Information security protection system

[0149] The various back-end operation systems and terminal operation equipment of the entire unmanned port need to ensure information security. The information security protection system here is mainly aimed at the intelligent freight truck vehicle operation management platform to ensure the security of the host environment, network communication, data storage and access control during its operation. Its main functions include: firewall, intrusion detection system, security audit, data encryption, identity authentication, etc.

[0150]

Port area road traffic situation awareness and dispatching system

[0151] Through the road test unit and sensor network, the port area road traffic situation awareness system can obtain real-time data on port road traffic flow, vehicle location, road conditions, etc., and use deep learning algorithms to analyze and process these data. Through real-time collection and analysis of traffic data, the port area road traffic situation awareness system can accurately judge traffic congestion, the probability of road accidents, etc., and update traffic situation information in real time.

[0152] In addition, the port area road traffic dispatching system uses artificial intelligence, machine learning and other algorithms to analyze historical and real-time traffic data in the unmanned port area and predict future traffic conditions. Based on the prediction results, the system can take corresponding measures, such as adjusting the timing of traffic lights, optimizing route planning, and providing real-time navigation, to improve traffic flow and reduce congestion.

[0153]

High-precision positioning system in the port area

[0154] The high-precision positioning service in the port area is based on real-time dynamic differential technology. It uses the signal of the GNSS satellite navigation system, combined with the positioning base station LBS and sensor data, and processes the algorithm to obtain the accurate location information of the target vehicle. It realizes the improvement from traditional road-level recognition to more accurate lane-level recognition and the identification of precise location points for loading and unloading at the front of the port area, providing high-precision vehicle positioning service guarantee for unmanned driving and logistics distribution operations in the port area. The high-precision positioning system in the port area synchronizes the satellite latitude and longitude data of the vehicle calculated by real-time differential in real time to the vehicle operation management platform, and then sends it to the target vehicle to complete auxiliary positioning. In addition, it is also convenient for the vehicle operation management platform to dispatch the remote parallel driving system for safe takeover based on the current high-precision location information of the vehicle in case of a vehicle failure.

[0155]

Port Area High-Precision Map System

[0156] The high-precision map service for the port area collects and maps the port area’s traffic environment information in advance, and, through the vehicle operation management platform, provides high-precision maps of the port area to target vehicles entering the port area, in order to help unmanned freight trucks perform high-precision positioning and deviation correction based on high-precision map data.

[0157]

Port Area OTA System

[0158] The OTA system in the port area can perform intelligent OTA system upgrades in the berthing area of ​​the port after the emergency logistics delivery freight container trucks are connected to the network. Because the various background service systems in the unmanned port area may have expanded functions or changed interfaces, the traffic environment at the port front and yard may change frequently, resulting in the optimization and improvement of the environmental perception neural network model. These functional changes, communication interface changes, data changes, etc., all require the target freight container trucks to be upgraded over the air through the OTA system. After the freight container truck completes the system upgrade, it can enter the unmanned operation area of ​​the port to carry out container loading and unloading operations.

[0159]

Intelligent charging and battery replacement system

[0160] An intelligent charging and battery swapping system has been deployed in the port area. When unmanned freight trucks entering the port area detect that their battery is low before or after loading and unloading tasks, they need to plan paths and autonomously navigate to the target charging pile or battery swapping station, and ground robots will perform unmanned charging or battery swapping for the vehicles.

[0161]

Remote fault diagnosis system

[0162] When unmanned freight trucks are operating in the port area, the vehicle's fault information and status data must be reported to the remote fault diagnosis system server in real time. The server calls the big data pre-diagnosis model to perform fault diagnosis prediction, calculates the pre-diagnosis model and the vehicle status data, and outputs the pre-diagnosis results of the vehicle system. After the fault is determined, the fault is automatically eliminated remotely. Faults that cannot be eliminated are notified to the remote parallel driving system through the vehicle operation management platform, allowing the safety officer to take over safely to get the vehicle out of trouble.

[0163]

Port Area C-V2X Vehicle-Road Collaborative System

[0164] RSU roadside units such as cameras and lidar and MEC edge computing services are deployed in the unmanned port area. Through protocols such as MQTT, JT / T808, and TCP / IP, the road condition information perceived by the vehicle and roadside facilities is pushed to the C-V2X vehicle-road cooperative system. Through the C-V2X vehicle-road system, the V2X algorithm is integrated to realize intelligent traffic scenarios such as coordinated perception of roads within the port area, safety reminders, and remote collaborative control. The port area C-V2X vehicle-road cooperative system can use advanced AI training and inference algorithms to detect, identify, perceive, fuse, analyze, and deduplicate the raw data input by the roadside unit sensing device, and realize data fusion of multiple roadside devices through standardized coordinate systems and time slices to generate structured data of roadside traffic events, traffic signs, and traffic participants in the unmanned port area. Multiple 5G MEC nodes are uniformly connected to the central cloud control of the V2X vehicle-road cooperative system to achieve unified management and operation of the infrastructure, software and hardware equipment of multiple edge nodes.

[0165]

Port area remote parallel driving and test bench system

[0166] Large field of view multi-screen display, six-degree-of-freedom motion platform, real-time 3D image generation, integrated vehicle dynamics simulation, user input hardware system, physical simulation cockpit environment and simulated driving kit (central control system touch screen, instrument panel, steering wheel, accelerator pedal, brake pedal, gear shifter, stereo, etc.). Multi-screen display of the taken-over vehicle's operating status, control instructions, front and rear visual blind spots displayed from the driver's first-person perspective, front view splicing, rear view splicing, logistics distribution task list, digital twin follow-up perspective, fleet scheduling management, site monitoring, control panel, server monitoring, etc. The system is interconnected with the intelligent freight truck vehicle operation management platform, and through the port loading and unloading command and dispatch module of the vehicle operation management platform, the target vehicle that needs to be safely taken over is connected to the target remote parallel driving platform, so as to realize the end-to-end direct control of the vehicle by the safety officer of the remote parallel driving platform.

[0167]

Logistics company vehicle monitoring operation platform

[0168] Every logistics and distribution company has its own vehicle monitoring and operation platform. The main functions of the platform include basic information management (vehicle basic information management, vehicle available configuration, driver management, project team management), real-time vehicle monitoring (real-time positioning based on electronic maps, vehicle distribution heat map, real-time monitoring video), logistics and distribution tasks, vehicle information management (vehicle registration management, vehicle collection registration management, vehicle expiration reminder, report management), business information management (charging and battery replacement management, maintenance management, insurance management, annual inspection management, road transport license management, driving license management, etc.), alarm management (alarm details, alarm statistics, alarm strategy setting, alarm processing), operation supervision (supervision inspection records, vehicle online query, driver identification, driving recorder query, alarm supervision), etc.

[0169] The vehicle monitoring operation platform of each logistics company needs to communicate and interact with the intelligent freight truck vehicle operation management platform to complete the dispatching and receiving of emergency logistics distribution tasks at the port, and arrange freight trucks with unmanned driving capabilities in the port area to go to the port area to pick up goods according to the time requirements of logistics distribution.

[0170] [Unmanned freight trucks in the port area]

[0171] Each logistics company has its own freight container truck. According to the emergency logistics distribution requirements and unmanned ODD scenarios in unmanned port areas, they can carry out retrofit upgrades on freight container trucks or purchase pre-installed production vehicles, so that freight container trucks for emergency logistics distribution have the ability of unmanned parking and cargo container loading and unloading in unmanned port areas.

[0172] In addition, the unmanned freight container trucks in the port area are freight container trucks that are equipped with the unmanned port emergency logistics distribution devices disclosed in the embodiments of the present application. These freight container trucks may also be installed with the unmanned port emergency logistics distribution SDK as needed. The unmanned port emergency logistics distribution devices may communicate and interconnect with the intelligent freight container truck vehicle operation management platform, port area OTA system, intelligent charging and battery replacement system, remote fault diagnosis system, remote parallel driving system, and port area V2X vehicle-road collaborative system in the port in accordance with the communication protocols and data standards required by the unmanned port.

[0173] Based on the above framework, this application discloses an unmanned port emergency logistics distribution method, which can be applied to freight container trucks, see Figure 6 , the method may include:

[0174] Step S101: Obtain a high-precision map of the port area issued by the high-precision map system of the port area.

[0175] In this solution, after the freight container truck enters the unmanned port, it can obtain a high-precision map of the port area through the port's high-precision map system to provide itself with accurate navigation services.

[0176] In this embodiment, the freight truck needs to obtain the high-precision map of the port area issued by the high-precision map system before obtaining the dispatch task. After obtaining the dispatch task and arriving at the designated location, it determines that it has not obtained the high-precision map of the port area, and then sends a request to the high-precision map system to obtain the high-precision map of the port area. For details, see Figure 7 , the process may include:

[0177] Step S201: The TOS system notifies the intelligent freight truck vehicle operation management platform to pick up the goods through the TOS integrated service interface according to the ship arrival plan.

[0178] Step S202: The logistics distribution task dispatching management system of the intelligent freight truck vehicle operation management platform places an order to the vehicle monitoring operation platform of the relevant logistics company to receive the goods.

[0179] Step S203: The logistics company's vehicle monitoring operation platform assigns logistics distribution tasks according to the operation status of the port's unmanned vehicle tasks, and then feeds back the job acceptance information to the port's vehicle operation management platform.

[0180] Drivers who receive logistics distribution tasks will drive freight trucks to the port area on time according to the time requirements of the logistics distribution tasks.

[0181] Step S204: The gate barrier at the port entrance intelligently scans the vehicle information and lifts the barrier to allow the vehicle to enter the port.

[0182] During this process, the gate barrier intelligently scans the vehicle information and determines whether the freight truck is on the white list by scanning the information. If it is on the white list, the vehicle is released; if it is not on the white list, the vehicle is prohibited from being released. The white list can include information on freight trucks that have received logistics distribution tasks, and of course it can also include information on other vehicles that can enter the port area.

[0183] Step S205: The intelligent freight truck operation management platform actively requests the inbound vehicles to be connected to the network.

[0184] When the intelligent freight container truck vehicle operation management platform detects that a freight container truck has entered the port area, it will actively send a networking request to the freight container truck, requesting the freight container truck entering the port to connect to the network.

[0185] Step S206: After the freight container truck is connected to the network, it drives to the loading and unloading waiting area and finds a parking space to park.

[0186] After the freight container truck is connected to the network, the driver can drive the freight container truck to the loading and unloading waiting area, find a parking space and park it. After that, he needs to control the freight container truck to enter the unmanned driving mode.

[0187] Step S102: Obtain a dispatch request from the port vehicle operation management platform and control the freight container truck to enter an unmanned driving mode.

[0188] After the port vehicle operation management platform detects that the freight container truck has entered the waiting area, it sends a dispatch request to the freight container truck and controls the freight container truck to enter the unmanned driving mode.

[0189] Step S103: Obtain the path planning and designated frontier loading and unloading parking position issued by the vehicle operation management platform, and navigate the freight container truck to the designated frontier loading and unloading parking position based on the high-precision map of the port area.

[0190] In this step, after the freight truck enters the unmanned driving mode, it automatically navigates the vehicle to the designated frontier loading and unloading parking position based on the path planning and designated frontier loading and unloading parking position issued by the vehicle operation management platform. The designated frontier loading and unloading parking position is the loading position.

[0191] Step S104: reporting the loading request to the vehicle operation management platform.

[0192] After the freight truck arrives at the designated front loading and unloading parking position, it reports the loading request to the vehicle operation management platform. After the vehicle operation management platform obtains the request, it can arrange the vehicle to load the cargo.

[0193] Step S105: When the notification information indicating that the loading and unloading is completed is obtained, the lock box is controlled to be locked, and the freight container truck is controlled to return to the starting position.

[0194] When the vehicle is loaded, the vehicle operation management platform will send a notification message to the freight truck to indicate that the loading and unloading is completed. After receiving the message, the freight truck will automatically lock the lock box to prevent the cargo box from sliding off the vehicle body and causing a safety accident during the subsequent driving of the vehicle, and then drive out of the front of the quay crane. The freight truck is controlled to return to the starting position, which can refer to the aforementioned rest area.

[0195] The above-mentioned scheme disclosed in the present application provides an unmanned port emergency logistics distribution method, so that the freight container trucks in the port area are controlled by the unmanned driving mode and are uniformly dispatched by the port vehicle operation management platform, which can ensure smooth traffic in the port area and improve loading efficiency. There is no need to deploy port mobilization terminal equipment in the cabin of the freight container truck, which reduces the dispatching cost. In addition, the process does not require the participation of the driver, which ensures the personal safety of the driver during the loading process.

[0196] In this embodiment, during the unmanned driving period, the freight truck can regularly report its location data to the vehicle operation management platform. The vehicle operation management platform can adjust the navigation path of each freight truck in real time according to the congestion situation in the port area and the location of the freight truck to solve the road congestion problem in the port area. At this time, the freight truck may obtain a new navigation path map at any time and navigate based on the new navigation path map. Figure 8 In the above solution, the path planning and the designated frontier loading and unloading parking position issued by the vehicle operation management platform are obtained, and the freight container truck is navigated to the designated frontier loading and unloading parking position based on the high-precision map of the port area, including:

[0197] Step S301: Obtain the designated frontier loading and unloading parking location issued by the vehicle operation management platform.

[0198] Step S302: Obtain the most recent route planning issued by the vehicle operation management platform.

[0199] Step S303: Navigate the freight truck to the designated front loading and unloading parking position based on the most recently issued planned path and the high-precision map of the port area.

[0200] In this embodiment, considering that some faults may occur when the freight truck is driving in the port area, in order to prevent the vehicle from being stuck in the port area due to faults and causing congestion, thus affecting the delivery task, see Fig. 9 After the freight truck is controlled to enter the unmanned driving mode, the method further includes:

[0201] Step S401: Acquire the status data of the freight truck based on a set frequency.

[0202] After the freight truck enters the unmanned driving mode, the module applying the present method obtains the status data of the freight truck based on a set frequency. The status data may be data capable of identifying a device failure status, and its specific content may be selected according to user needs. For example, in the present embodiment, the status data includes at least one of position data, posture data, and fault diagnosis data.

[0203] Step S402: uploading the status data to the background server, so that the remote fault diagnosis system can predict whether the freight truck is faulty through the status data obtained by the background server.

[0204] After obtaining the status data, the backend server sends the status data to the remote fault diagnosis system. The remote fault diagnosis system will analyze the fault status of the freight truck based on the status data to determine whether the freight truck has a fault. If the freight truck has a fault, first determine whether the fault can be repaired. If the fault can be repaired, the remote fault diagnosis system notifies the vehicle operation management platform, and the command and dispatch module of the vehicle operation management platform allocates the corresponding parallel driving industrial computer system, remote driving platform, and safety takeover personnel to safely take over the target faulty vehicle; if the fault is unrecoverable, the vehicle operation management platform notifies the logistics company's vehicle monitoring operation platform to prompt the platform that the freight truck has a fault and needs to be repaired, and the emergency logistics distribution task of the vehicle is cancelled and needs to be reallocated. If the freight truck has not failed, the high-precision positioning system receives the target vehicle position data from the vehicle operation management platform, and then performs real-time differential calculation. Finally, the vehicle satellite latitude and longitude data after differential settlement is synchronized to the vehicle operation management platform in real time, and then sent to the freight truck to complete the auxiliary positioning of the freight truck.

[0205] Step S403: When the remote control takeover instruction is obtained, the unmanned driving mode is exited, and the driving state of the freight container truck is controlled based on the control instruction issued by the remote driving platform.

[0206] When the device using this method obtains the remote control takeover instruction, it controls the freight container truck to exit the unmanned driving mode, and controls the driving state of the freight container truck based on the control instruction issued by the safety takeover officer through the remote driving platform.

[0207] In this embodiment, when the freight truck is traveling in the factory area, there may be a problem of insufficient energy. In view of this situation, in this embodiment, after the lock box is locked and before the freight truck is controlled to return to the starting position, the following steps are further included:

[0208] Determine whether the remaining energy of the freight truck is sufficient, the remaining energy refers to the remaining power, remaining oil or remaining gas. If the remaining energy is insufficient (such as insufficient remaining power), navigate the freight truck to the charging position for charging based on the high-precision map of the port area. For example, use a charging pile to charge or replace the battery at the charging position, and return to the starting position after charging or replacing the battery.

[0209] When the freight truck returns to the starting position, a prompt message is sent to the driver's terminal (such as a mobile phone) to remind him that the freight truck has returned. At this time, the driver can drive the freight truck through the gate railing at the port exit. The gate railing at the port exit intelligently scans the vehicle information and lifts the barrier to let the vehicle leave the port. The driver drives out of the port to start emergency logistics distribution in the city. After the logistics distribution task is completed, the driver can fill in the task completion record through the on-board terminal or mobile phone app, and wait for the next delivery task issued by his logistics company's vehicle monitoring operation platform.

[0210] In the unmanned port emergency logistics distribution system, the port area C-V2X vehicle-road cooperative system is used to perform road cooperative perception, safety reminders, and remote cooperative control of vehicles entering the port area; the traffic situation perception and dispatching system performs situation perception of traffic congestion and the probability of road accidents in the port area, and predicts future traffic conditions; the vehicle operation management platform performs real-time path planning for freight trucks based on the situation perception and prediction results. When the path planning results change, the new planned path data is sent to the freight trucks, and the target vehicle navigates according to the latest planned path and drives to the designated loading and unloading location; after the freight truck is parked, the loading request is reported to the vehicle operation management platform, and the vehicle operation management platform notifies the quay crane and other equipment to perform unmanned loading and unloading operations through the TOS integrated service interface; the unmanned quay crane picks up the cargo from the ship and loads the cargo box onto the rear body of the designated freight truck, completing the loading operation.

[0211] This embodiment also discloses an unmanned port emergency logistics distribution device. For the specific working content of each unit in the device, please refer to the content of the above method embodiment.

[0212] The unmanned port emergency logistics distribution device provided by an embodiment of the present invention is described below. The unmanned port emergency logistics distribution device described below and the unmanned port emergency logistics distribution method described above can be referenced to each other.

[0213] See also Fig.10 , the device may include:

[0214] A map acquisition unit 10 is used to acquire a high-precision map of the port area issued by a high-precision map system of the port area;

[0215] The dispatch request acquisition unit 20 is used to obtain the dispatch request of the port vehicle operation management platform and control the freight container truck to enter the unmanned driving mode;

[0216] The navigation unit 30 is used to obtain the path planning and the designated frontier loading and unloading parking position issued by the vehicle operation management platform, and navigate the freight container truck to the designated frontier loading and unloading parking position based on the high-precision map of the port area;

[0217] A loading and unloading request unit 40, used to report a loading request to the vehicle operation management platform;

[0218] The return unit 50 is used to control the lock box to be locked and control the freight container truck to return to the starting position when the notification information indicating the completion of loading and unloading is obtained.

[0219] Corresponding to the above method, the above device also includes:

[0220] The energy judgment unit is used to judge whether the remaining energy of the freight container truck is sufficient after the lock box is locked and before the freight container truck returns to the starting position. The remaining energy refers to the remaining power; if the remaining energy is insufficient, the freight container truck is navigated to the charging position for charging based on the high-precision map of the port area.

[0221] Corresponding to the above method, the above device also includes:

[0222] A status data transmission unit is used to obtain status data of the freight truck based on a set frequency, wherein the status data includes at least one of position data, posture data and fault diagnosis data; and upload the status data to a background server so that a remote fault diagnosis system can predict whether the freight truck is faulty through the status data obtained by the background server;

[0223] The remote driving unit is used to exit the unmanned driving mode when a remote control takeover instruction is obtained, and control the driving state of the freight container truck based on the control instruction issued by the remote driving platform.

[0224] Corresponding to the above-mentioned device, the present application also discloses a freight container truck, which may include the unmanned port emergency logistics distribution device described in any one of the above-mentioned embodiments.

[0225] In the technical solution disclosed in this embodiment, the freight container truck needs to perceive the surrounding environment data during the automatic driving process. These data can be collected by various unmanned driving sensors. The unmanned driving sensor configuration of the freight container truck is mainly concentrated in the front and rear parts of the vehicle.

[0226] The upper loading containers required for shipment can be loaded and unloaded dynamically, and have different specifications and sizes (a large container or two small containers can be placed on the rear flatbed body of a freight truck), which makes it difficult to standardize.

[0227] In addition, from the perspective of business ownership, the front and rear flatbed bodies of freight trucks are managed and operated by logistics fleet companies, and the upper containers are managed and operated by shipping companies. Some are owned by public container rental companies, and shipping companies rent containers from public container rental companies. The installation and deployment of unmanned driving sensors on freight truck bodies and the communication and interconnection with the entire vehicle EE architecture make it difficult for different business organizations to coordinate.

[0228] The distribution of relevant data collection equipment for freight trucks in this solution is as follows:

[0229] Front part: 2 8MP (or other specifications) front-view cameras (1 wide-range, 1 long-range), 1 semi-solid 128-beam forward laser radar, 2 mechanical 64-beam side blind laser radars, 1 three-transmitter and four-receiver forward millimeter-wave radar, 2 three-transmitter and four-receiver front-angle millimeter-wave radars, 1 3MP surround view (270° perception range) fisheye camera for front / left / right, 1 side view 2MP camera for left front and left rear, 1 2MP camera for right front and right rear (remote takeover of parallel driving first-person perspective), 1 2MP in-cabin camera (DMS), 4 forward AK2 standard UPA ultrasonic radars. In addition, 2 unmanned driving domain controllers in the port (the unmanned driving domain controller integrates the above-mentioned unmanned port emergency logistics distribution device) are configured with dual redundancy to reduce functional safety. 1 high-precision positioning unit (integrated GNSS+RTK+IMU) and 2 high-precision positioning mushroom head antennas. A set of high-precision maps HD-MAP and standard navigation maps SD-MAP. The high-precision map data and engine are deployed in the port's unmanned driving domain controller (note that the HD-MAP data at least includes the internal geographical environment of the port), and the standard navigation map data and engine are deployed in the cargo truck cabin (SD-MAP data can cover major logistics distribution cities across the country). An IBOX with built-in 5G-V2X chips, modules and communication protocols.

[0230] Rear part: 4 rear-facing AK2 standard UPA ultrasonic radars, 1 2MP rear-view wide-angle camera, and 2 rear-angle millimeter-wave radars.

[0231] Its specific parameter configuration is shown in Table 1:

[0232]

[0233] Table 1

[0234] It should be noted that the intelligent driving sensor configuration of the freight container truck has the unmanned driving operation ODD scenario when loading and unloading cargo boxes in the port. However, outside the port, human drivers are still required to manually drive the vehicle to complete the cargo delivery tasks in the urban area. At this time, the intelligent driving domain control and sensors can assist the human driver to realize the L2++ parking function.

[0235] The EE electronic and electrical architecture of freight container trucks is as follows: Fig.11 As shown in the figure, the freight container truck realizes unmanned driving in the port. The EE architecture characteristics of the freight container truck are dual redundancy of ADC unmanned driving domain controller, redundancy of multi-modal sensors such as camera / lidar / millimeter wave radar / ultrasonic radar, dual redundancy of network communication, dual redundancy of skateboard-by-wire chassis braking system, and dual redundancy of skateboard-by-wire chassis steering system.

[0236] The specific EE architecture includes:

[0237] Two independent ADC unmanned driving domain controllers are dual-redundant (the SOC+MCU of each domain controller uses OrinX+TC397), which are interconnected through MultiG-Ethernet high-bandwidth vehicle Ethernet and connected to the intelligent central gateway through one ADC Domain Gigabit Ethernet.

[0238] ADC #1 is equipped with an 8MP wide-range front-view camera and a 3MP surround-view fisheye camera on the front, left, and right sides through GMSL. It is equipped with a 128-wire forward-facing main laser radar and a 64-wire blind-spot laser radar on the left and right sides through 100M vehicle Ethernet.

[0239] ADC #2 is equipped with an 8MP long-range front-view camera, a 2MP tele-driving camera on the left and right sides through GMSL (after the remote parallel driving platform takes over the vehicle, it can monitor the surrounding environment of the vehicle from a first-person perspective), and a 2MP side camera on the left front, left rear, right front, and right rear sides; and a 2MP rear-facing camera is mounted through AHD (the freight container truck body is long, 12 to 16 meters, which cannot be supported by the GMSL link, but can be supported by the AHD link).

[0240] One forward millimeter-wave radar, one corner millimeter-wave radar each at the left front corner / right front corner, and one corner millimeter-wave radar at the left rear corner / right rear corner are simultaneously mounted on two ADC domain controllers via CANFD.

[0241] Eight AK2 standard USSs (four forward and four rearward) are mounted on two ADC domain controllers via hard wires.

[0242] One high-precision positioning module (combined inertial navigation INS) is mounted on two ADC domain controllers simultaneously through the CAN bus.

[0243] IBOX (5G-V2X) is connected to the intelligent central gateway via Gigabit Ethernet (retaining the CANFD bus link).

[0244] The IDC intelligent cockpit domain controller is connected to the intelligent central gateway via 100M Ethernet and CANFD bus. A 2MP DMC driver monitoring camera is connected to the IDC via GMSL, and the vehicle central control screen HMI is also connected to the IDC via GMSL.

[0245] The skateboard chassis has dual-redundancy of brake-by-wire EMB#1 and EMB#2, and dual-redundancy of steering-by-wire EPS#1 and EPS#2. They are connected to the intelligent central gateway through the chassis CAN bus, and connected to the two autonomous driving domain controllers through a private CAN bus, so that in case of failure of the intelligent central gateway or the main link, the backup link can be taken over urgently to achieve functional safety degradation.

[0246] The VCU vehicle control unit is connected to the intelligent central gateway through the power CAN bus, and is also connected to the same chassis CAN bus as the chassis braking and steering systems.

[0247] The BDC body domain controller, CLBC container intelligent lock box controller and TMC thermal management controller are connected to the intelligent central gateway using the same CANFD bus.

[0248] The low voltage power supply redundant architecture of the freight container truck is as follows Fig.12 As shown in the figure, the unmanned driving system of freight container trucks at ports adopts dual redundant architecture of low-voltage power supply and low-voltage power supply line, but does not perform redundant processing on high-voltage power battery, DCDC, etc. It can solve the problem of lack of redundancy of power supply in centralized architecture. For example, failure of a single component in bias power supply may cause large-scale system failure. If any power supply or power supply circuit fails, the power supply of the whole vehicle is guaranteed to be uninterrupted, and the vehicle is processed for functional safety degradation and parked on the roadside.

[0249] In case of power failure, the unmanned driving system can be independently and safely controlled. The high-voltage power battery and DCDC are connected to two power supply circuits:

[0250] Main power circuit: main power protector, main low-voltage battery, main fuse box, ADC #1, EPS #1, EMB #1;

[0251] From the power supply circuit: from the power protector, from the low-voltage battery, from the fuse box, ADC #2, EPS #2, EMB #2;

[0252] When the master / slave power protector detects an abnormality in its corresponding circuit loop, it disconnects its control switch, and the other power protector keeps the corresponding power circuit powered normally. The power protector on the abnormal circuit loop sends a warning command to the VCU-intelligent central gateway-unmanned driving domain controller. After receiving the warning command, the unmanned driving domain controller executes the functional safety degradation action, notifies the remote parallel driving platform, and prompts the remote takeover safety officer.

[0253] Based on the above technical solutions, the solution disclosed in this application has the following advantages:

[0254] Through the unmanned port emergency logistics distribution method and system, a complete set of unmanned port intelligent loading and unloading, unmanned vehicles, emergency logistics distribution and other solutions are provided, and the existing ports, container loading and unloading equipment, vehicles, back-end service systems, etc. are directly upgraded and transformed to realize the emergency logistics distribution operation of unmanned ports. The port's emergency logistics distribution operation efficiency is more efficient, the operating cost is greatly reduced (unmanned), and the old port container equipment is replaced and upgraded with a new generation of unmanned equipment, which is in line with the development trend of flexible transformation of production operation systems by modern AI technology.

[0255] Through transformation and upgrading, freight container trucks can carry out unmanned intelligent loading and unloading operations in ODD scenarios within the port area. This can be used as a demonstration operation and subsequently expanded to more unmanned driving scenarios, actively responding to the requirements of the current and future national strategies for intelligent connected vehicles for the unmanned development of electric trucks.

[0256] The unmanned driving and intelligent loading and unloading of freight trucks at unmanned ports are all precisely controlled by the background computer system, which greatly reduces the error rate. For example, the vehicle is accurately parked at the target parking space at the front of the port, and the unmanned quay crane loads the correct cargo box onto the rear body of the correct vehicle.

[0257] Since the present invention allows unmanned port unmanned vehicles to automatically load and unload goods, and then directly deliver emergency supplies to urban areas, the cargo boxes of emergency supplies do not need to be stacked in the yard and occupy surface space, so the area and space of the port container yard can be saved on a large scale.

[0258] Drivers do not need to enter the port loading and unloading operation area, but go to the rest area to wait for the completion of the loading and unloading task. This greatly ensures personal safety and allows drivers who travel long distances to the port to take jobs to get enough rest and relieve fatigue.

[0259] For the convenience of description, the above system is described as being divided into various modules according to their functions. Of course, when implementing the present invention, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0260] Each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can refer to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the system or system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can refer to the partial description of the method embodiment. The system and system embodiments described above are merely schematic, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without creative work.

[0261] Professionals may further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in the above description according to function. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present invention.

[0262] The steps of the method or algorithm described in conjunction with the embodiments disclosed herein may be implemented directly using hardware, a software module executed by a processor, or a combination of the two. The software module may be placed in a random access memory (RAM), a memory, a read-only memory (ROM), an electrically programmable ROM, an electrically erasable programmable ROM, a register, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

[0263] It should also be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0264] The above description of the disclosed embodiments enables one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An unmanned port emergency logistics distribution method, characterized in that: include: Obtain the high-precision map of the port area issued by the high-precision map system of the port area; Obtain dispatch requests from the port vehicle operation management platform and control freight container trucks to enter unmanned driving mode; Obtain the path planning and designated frontier loading and unloading parking position issued by the vehicle operation management platform, and navigate the freight container truck to the designated frontier loading and unloading parking position based on the high-precision map of the port area; Report loading requests to the vehicle operation management platform; When the notification information indicating that the loading and unloading is completed is obtained, the lock box is controlled to be locked, and the freight container truck is controlled to return to the starting position.

2. The unmanned port emergency logistics distribution method according to claim 1 is characterized in that: Obtain the path planning and designated frontier loading and unloading parking position issued by the vehicle operation management platform, and navigate the freight container truck to the designated frontier loading and unloading parking position based on the high-precision map of the port area, including: Obtain the designated frontier loading and unloading parking location issued by the vehicle operation management platform; Get the most recent route plan issued by the vehicle operation management platform; Based on the most recently issued planned route and the high-precision map of the port area, the freight container truck is navigated to the designated frontier loading and unloading parking location.

3. The unmanned port emergency logistics distribution method according to claim 1 is characterized in that: After the control lock box is locked, before the control freight truck returns to the starting position, it also includes: Determine whether the remaining energy of the freight truck is sufficient, wherein the remaining energy refers to the remaining power; If the remaining energy is insufficient, the freight container truck is navigated to a charging location for charging based on the high-precision map of the port area.

4. The unmanned port emergency logistics distribution method according to claim 1 is characterized in that: After controlling the freight truck to enter the unmanned driving mode, it also includes: Acquiring status data of the freight container truck based on a set frequency, the status data including at least one of position data, posture data, and fault diagnosis data; Uploading the status data to the backend server, so that the remote fault diagnosis system can predict whether the freight truck is faulty through the status data obtained by the backend server; When the remote control takeover command is obtained, the unmanned driving mode is exited, and the driving state of the freight container truck is controlled based on the control command issued by the remote driving platform.

5. An unmanned port emergency logistics distribution device, characterized in that: include: A map acquisition unit, used to acquire a high-precision map of the port area issued by the high-precision map system of the port area; A dispatch request acquisition unit is used to obtain the dispatch request from the port vehicle operation management platform and control the freight container truck to enter the unmanned driving mode; A navigation unit, used to obtain the path planning and designated frontier loading and unloading parking position issued by the vehicle operation management platform, and navigate the freight container truck to the designated frontier loading and unloading parking position based on the high-precision map of the port area; The loading and unloading request unit is used to report loading requests to the vehicle operation management platform; The return unit is used to control the lock box to be locked and control the freight container truck to return to the starting position when the notification information indicating the completion of loading and unloading is obtained.

6. A freight container truck, characterized in that: Including the unmanned port emergency logistics distribution device as described in claim 5.

7. An unmanned port emergency logistics distribution system, characterized in that: include: TOS port terminal operating system, TOS integrated service interface, container yard planning system, digital twin operation simulation platform, intelligent freight truck vehicle operation management platform, vehicle operation data analysis system, port area road traffic situation awareness and dispatching system, port area high-precision positioning system, port area high-precision map system, port area OTA system and remote fault diagnosis system; The TOS port terminal operating system is responsible for managing and controlling terminal operations; The TOS integrated service interface is used to implement data interaction with various external service systems and terminal devices; The container yard planning system is responsible for arranging the loading and unloading, transportation, storage and custody of containers in the yard; The digital twin operation simulation platform is used to perform simulation analysis based on the data obtained from the TOS integrated service interface and the intelligent freight truck vehicle operation management platform; The intelligent freight truck operation management platform is used to manage freight truck information, remote real-time monitoring, port route planning, logistics distribution task dispatch management, and port loading and unloading command and dispatch. The freight truck is the freight truck described in claim 6; The vehicle operation data analysis system is used to perform statistical analysis on the operation efficiency, operation safety and transportation cost of freight container trucks and provide decision support; The port area road traffic situation perception and dispatching system is used to obtain the traffic data of the port road in real time, and use the deep learning algorithm to analyze and process the traffic data to determine the traffic congestion situation and the probability of road accidents, and update the traffic situation information in real time; The high-precision positioning system of the port area is used to utilize the signal of the GNSS satellite navigation system, combined with the positioning base station LBS and sensor data, and obtain the accurate location information of the freight container truck through algorithm processing; The port area high-precision map system is used to collect and map the port area traffic environment information in advance, and to provide high-precision maps of the port area to freight trucks entering the port area through the vehicle operation management platform; The port area OTA system is used to perform OTA system upgrades on freight container trucks; The remote fault diagnosis system is used to obtain fault information and status data uploaded by the freight container truck, and perform fault diagnosis on the freight container truck based on the fault information and status data.

8. The unmanned port emergency logistics distribution system according to claim 7 is characterized in that: Also includes: Information security protection system, port C-V2X vehicle-road collaboration system, port remote parallel driving and test bench system and logistics company vehicle monitoring operation platform; The information security protection system is used to ensure the safe operation of the intelligent freight truck vehicle operation management platform; The port area C-V2X vehicle-road cooperative system is used to generate structured data of roadside traffic events, traffic signs, and traffic participants in the unmanned port area; The port area remote parallel driving and test bench system is used to achieve end-to-end remote direct control of the vehicle; The logistics company's vehicle monitoring and operation platform is used to communicate and interact with the intelligent freight truck vehicle operation and management platform to realize the dispatching and receiving of emergency logistics distribution tasks at the port.

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