Horizontal Transportation Equipment Scheduling Method for Automated Barge Operations in Container Terminals

Abstract

The present invention provides a scheduling method for horizontal transportation equipment in barge operations at automated container terminals, including: setting two channel planning requirements, namely the limit turning radius of the IGV and the safe distance between the IGV and the quay crane. When both the corresponding barge berthing channel and the barge loading channel meet the two channel planning requirements, the corresponding barge berthing channel and the barge loading channel are allowed to be scheduled; the IGVs that are not allowed to load are scheduled to the barge berthing channel for temporary stay through path planning. When there is an idle lane under the quay crane, the IGVs that are allowed to load are scheduled to the barge loading channel for loading through path planning; according to the IGV task arrangement, the specified IGVs located in the barge berthing channel travel to the barge loading channel after path planning, and the specified IGVs located in the barge loading channel travel to the barge berthing channel after path planning. The present invention improves the scheduling balance of the IGV loading channels and the loading and unloading ship operation efficiency in barge operations at automated container terminals.

Description

Technical Field

[0001] The present invention relates to the technical field of automated container terminal equipment scheduling and control, and particularly relates to a horizontal transportation equipment scheduling method for barge operations in an automated container terminal. Background Art

[0002] In recent years, automated terminals have become the new trend and fashion in the construction and renovation of container terminals; currently, there are up to 30 automated container terminals under construction or already built, and basically all of them are automated terminals mainly based on quay cranes (hereinafter referred to as quay cranes). Therefore, in order to effectively improve the overall production efficiency of the port, accelerating the operation efficiency of quay cranes is also the top priority of port construction.

[0003] During the current barge operation process in an automated container terminal, since multiple IGV vehicles can be selected for the upper lane on the barge and the upper lane condition is not met at the lane, the scheduling fails to allow the upper lane within the scheduled time, and the IGV vehicle will automatically trigger a detour under the quay crane. However, this detour will occupy the IGV vehicle resource and the IGV vehicle allocation quantity for the allocated quay crane for a long time. At the same time, the detours of multiple IGV vehicles of quay cranes under the bridge increase the complexity of the front traffic flow, greatly affecting the barge operation efficiency. As the number of simultaneously operating barges increases, the usage of IGV vehicles also increases, and the complexity of the front traffic flow also increases. While reducing the utilization rate of IGV vehicles, it is extremely easy to cause the situation where the quay crane waits idle for the IGV vehicle, greatly reducing the barge operation efficiency.

[0004] Among the existing relevant patents related to automated terminal lanes, the patent with the application number CN202210274648.2 provides a dynamic scheduling method for ground lock stations considering ART front and rear buffers; the patent with the application number 202110976082.3 provides an intelligent dynamic layout method for ground lock stations considering front and rear buffers; the patent with the application number CN202111046881.7 provides a ground lock station system for a fully automated container terminal; the above patents all only target the operation of disassembling and assembling lock pins for large container ships, i.e., liner ships, and only provide a method for setting buffer lock stations and improving the efficiency of disassembling and assembling lock pins, without considering barge operation conditions. Therefore, in order to improve the production efficiency of quay cranes for loading and unloading ships and the utilization rate of IGVs, it is very necessary to develop a horizontal transportation equipment scheduling method suitable for barge operations in an automated container terminal.

[0005] In the prior art, there are significant differences between container ships and barges during operation. For example, to ensure the safety of container ships during transportation, the containers must be effectively lashed during transportation, and the lashing between containers mainly relies on locking pins to connect the upper and lower layers of containers into a whole. Therefore, after the container ship arrives at the port, the shore crane needs to disassemble and assemble the container locking pins during loading and unloading operations. Currently, the process plan for the single trolley shore crane to disassemble and assemble the locking pins is that the shore crane / rail-mounted crane places the container on the IGV vehicle and then proceeds to the next process of disassembling and assembling the locking pins. Therefore, for container ships, it is an operating mode that must stay for the disassembly and assembly operation conditions of the ground locking station. Since there is no condition where the container needs to stay for disassembly and assembly of the locking pins during the operation of the barge, there is no need to stay during the operation. Container ships have import and export ship diagrams during loading and unloading, which are used as the basis for container import and export operations. During the ship unloading operation, the shore crane needs to reach the operation bay, perform ship diagram scanning, check the actual bay diagram of the operation bay and the system bay diagram, and perform bay diagram correction. During the ship loading process, there is a certain strict operation sequence, and the container scheduling that meets the physical dependence will assign tasks to the shore crane for operation, while the container scheduling that does not meet the ship loading conditions will not assign tasks to the shore crane; while the barge does not have a ship diagram, and only needs to activate the loading and unloading ship instructions, and the dispatching will assign tasks to the shore crane for operation according to the current loading and unloading sequence of the shore crane. Therefore, it is generally difficult to draw on the equipment collaborative scheduling method of container ships for the horizontal transportation equipment scheduling method of barge operations. Summary of the Invention

[0006] In view of this, it is necessary to propose a horizontal transportation equipment scheduling method for barge operations in an automated container terminal to overcome several shortcomings in the above background technology and solve the following technical problems:

[0007] How to improve the scheduling balance degree of the IGV vehicle upshift channel and the port loading and unloading ship operation efficiency in barge operations in an automated container terminal.

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

[0009] The present invention provides a scheduling method for horizontal transportation equipment in barge operations at an automated container terminal, which is applied to an automated container terminal equipped with a yard, an IGV driving operation area, and a quay crane. The IGV driving operation area is located between the front side of the coastline and the yard. The IGV driving operation area includes a first IGV channel area, a second IGV channel area, and a third IGV channel area arranged in sequence from near to far from the front side of the coastline. The third IGV channel area is adjacent to the yard. The second IGV channel area includes multiple IGV aisles for IGV vehicles to shuttle between the first IGV channel area and the third IGV channel area. The IGV aisles are used for IGV vehicles that need to stop to lock and unlock the containers on the vehicle, IGV vehicles that stop to suspend barge operations, IGV vehicles that pass through to perform barge operations, or IGV vehicles that end barge operations. The automated container terminal also includes a TOS system and a vehicle management system VMS. The TOS system dynamically determines the uses of each IGV aisle, so that several barge stop channels formed by changing the uses of the IGV aisles and several barge loading channels formed by changing the uses of the IGV aisles are formed in the second IGV channel area. The vehicle management system VMS is used to schedule IGV vehicles. The TOS system is communicatively connected to the vehicle management system VMS. The scheduling method for horizontal transportation equipment includes the following steps executed in sequence:

[0010] S1. Set two channel planning requirements, namely the limit turning radius of the IGV vehicle and the distance safety between the IGV vehicle and the offshore quay crane. When the corresponding barge stop channel and barge loading channel both meet the two channel planning requirements, the corresponding barge stop channel and barge loading channel are allowed to be scheduled.

[0011] S2. Schedule the IGV vehicles that are not allowed to load through path planning to the barge stop channel for temporary stay. When there is an idle lane under the quay crane, schedule the IGV vehicles that are allowed to load through path planning to the barge loading channel for loading.

[0012] S3. According to the task arrangement for the IGV vehicles, drive the designated IGV vehicles located in the barge stop channel to the barge loading channel through path planning, and drive the designated IGV vehicles located in the barge loading channel to the barge stop channel through path planning.

[0013] Further, in S2, when the IGV vehicle meets the loading operation conditions, plan the path to the target quay crane and release the current IGV aisle passed through. If the barge stop channel cannot be selected or the task is terminated after the barge stop channel has been selected, the IGV vehicle re-plans the path according to the task after receiving a new task. If the IGV vehicle receives a task to go to the quay crane again in the third IGV channel area, the IGV vehicle re-plans the path to the barge loading channel.

[0014] Further, in S2, the barge loading channel corresponding to the quay crane with a real-time operation efficiency lower than a set threshold is the priority barge loading channel, and the IGV vehicles allowed to load are preferentially dispatched to the priority barge loading channel.

[0015] Further, the real-time operation efficiency of the quay crane includes the set efficiency, the real-time efficiency, and the efficiency cycle; the set efficiency is a value set manually; the real-time efficiency is the current operation efficiency of the quay crane; the efficiency cycle means that the quay crane operation line operates according to the set target efficiency within a certain time period.

[0016] In S2, the real-time efficiency is compared with the set efficiency, and it is decided whether to catch up in the current time period. When the real-time efficiency of the quay crane operation is lower than the set efficiency, it is judged that the quay crane of this operation line needs to catch up in the current cycle, and the vehicle management system VMS preferentially assigns IGV vehicles to the quay crane of this operation line for operation; if the real-time efficiency of the quay crane operation is higher than the set efficiency, it is judged that the quay crane of this operation line does not need to catch up in the current cycle, and the vehicle management system VMS will reduce the vehicle dispatching requirement of IGV according to the operation situation of the quay cranes of other operation lines, and preferentially assign the IGV vehicles to the quay cranes that do not meet the set efficiency.

[0017] Further, the control process of the vehicle management system VMS preferentially assigning IGV vehicles to the quay crane of this operation line for operation includes the following steps executed in sequence:

[0018] S21, calculate the handling demand MOVE of each operation line according to the decision-making cycle.

[0019] S22, arrange the yard plan of the established tasks in units of IGV aisles; the established tasks are the clearly defined vehicle dispatching tasks, namely the container ship yard outbox task, the unloaded ship container on-board task, the transferred container on-board task, the gate collection and delivery container task, the barge loading outbox task, and the transferred container yard outbox task.

[0020] S23, insert or set tasks into the yard operation plan, and adjust the conflicting plans to generate a new yard operation plan.

[0021] S24, generate the IGV vehicle dispatching plan.

[0022] Further, in S2 and S3, the IGV vehicle path planning is carried out through the minimum cost maximum matching model. The establishment process of the minimum cost maximum matching model includes the following steps executed in sequence:

[0023] Step 1: Define the vertices in the model graph.

[0024] Step 2: Define the directed edges in the model graph.

[0025] Step 3: Establish variables, objective functions, and constraint conditions.

[0026] Further, Step 1 includes the following sub-steps executed in sequence:

[0027] Step 1.1), define the job task class vertices; the job tasks include tasks to be decided, possible charging tasks, and model virtual tasks; the model virtual tasks are used to provide a path that finally connects to the Sink point for the IGV vehicles that have not been matched with job tasks or charging tasks.

[0028] Step 1.2), define the IGV vehicle vertices; the IGV vehicle vertices include the positions and times when they are released as empty vehicles.

[0029] Step 1.3), define the Source vertex and the Sink vertex.

[0030] Step 1.4), define the position class vertices; the position class vertices represent the positions of the traffic roads in the yard.

[0031] Further, Step 2 includes the following sub-steps executed in sequence:

[0032] Step 2.1), point a single Source vertex to all horizontal transportation machinery vertices, and the Cost value is 0.

[0033] Step 2.2), point all task class vertices to a single Sink vertex, and the Cost value is 0.

[0034] Step 2.3), if there exists a connected path such that IGV vehicle a is allowed to undertake task b, then there is a directed edge from a to b, and the Cost value is the duration required for the shortest path from the Free position of a to the starting position of task b.

[0035] Step 2.4), calculate: the static matrix between the reference position class vertices needs to be estimated; Cost value = estimated duration from the Free position of IGV vertex a to the adjacent position vertex c only + duration from the adjacent position vertex d of the starting position of task b to the starting position of task b + duration required for the shortest path between position vertex c and position vertex d; if there are multiple adjacent position c points and d points, then retain the c point and d point that make the Cost value of this directed edge the smallest.

[0036] Further, during the path planning process, re-plan the path of the IGV vehicle for avoidance according to the no-entry information and obstacles; the minimum cost maximum matching model is the minimum path maximum flow model.

[0037] The process of re-planning the path of the IGV vehicle for avoidance is as follows:

[0038] After the vehicle management system VMS feedbacks that there is a no-go area ahead, the IGV vehicle determines whether there is a new path to reach the destination. If the determination is negative, the IGV vehicle drives to a stop before the no-go area and waits for the no-go area to be lifted before continuing to pass. If the determination is positive, the following is executed: the minimum path maximum flow model is called again, and new position type vertices are added on this basis. Then, a new optimal path is planned again to reach the destination operation position, thereby improving the quay crane operation efficiency.

[0039] The present invention further provides a computer-readable storage medium storing a computer program, and when the computer program is executed by a processor, the steps of the horizontal transportation equipment scheduling method for automated container terminal barge operations described in any one of the above are implemented.

[0040] The beneficial effects of the present invention are as follows:

[0041] The present invention improves the scheduling balance degree of the IGV vehicle upshift channel in automated container terminal barge operations and the port loading and unloading ship operation efficiency; the present invention makes the barge operation mode more flexible, and while paying attention to high efficiency, it speeds up the return of the IGV vehicle, reduces the passing distance of the IGV vehicle, reduces the power consumption, reduces the charging times of the IGV vehicle, not only saves energy and protects the environment, but also improves the effective utilization rate of the IGV vehicle; the present invention improves the port loading and unloading ship operation production efficiency and the utilization rate of the IGV vehicle, and at the same time reduces the complexity of the first IGV channel area (i.e., the front operation area); it can also dynamically adjust the IGV aisle in the first IGV channel area according to the barge operation requirements, adopt the channel stay method, reduce the detour of the IGV vehicle in the front, improve the utilization rate of the IGV vehicle equipment, relieve the congestion of the IGV vehicle traffic flow in the front and the quay crane operation lane, and while paying attention to high efficiency, it also takes into account the utilization rate and energy saving rate of the IGV vehicle in the fully automated terminal; the present invention adds a channel stay function, makes the barge operation mode more flexible, while ensuring the high efficiency of the barge operation, speeds up the return of the IGV vehicle, reduces the passing distance of the IGV vehicle, reduces the power consumption of the port, reduces the charging times of the IGV vehicle, not only saves energy and protects the environment, but also improves the reasonable utilization of the IGV vehicle, and at the same time effectively relieves the complex road conditions caused by the detour of multiple IGV vehicles in the front, and avoids the situation that the IGV vehicle cannot release the idle operation lane at the bottom of the quay crane (abbreviation: QCTP) in time due to the walking of the IGV vehicle in front during the process of releasing the idle operation lane at the bottom of the quay crane (abbreviation: QCTP). Description of the Drawings

[0042] Figure 1 It is a working flowchart of the horizontal transportation equipment scheduling method for automated container terminal barge operations according to Embodiment 1 of the present invention;

[0043] Figure 2It is the working principle diagram of the minimum-cost maximum matching model related to the present invention;

[0044] Figure 3 It is the specific working flowchart of re-planning the IGV vehicle path for avoidance according to the no-go information and obstacles related to the present invention;

[0045] Figure 4 It is the layout top view of the IGV driving operation area and the yard in the automated container terminal related to the present invention;

[0046] Figure 5 It is the layout top view of the second IGV channel area related to the present invention;

[0047] Figure 6 It is the specific working flowchart of the horizontal transportation equipment scheduling method for barge operation in the automated container terminal in Embodiment 2 related to the present invention;

[0048] Figure 7 It is the specific working flowchart of obtaining and allocating the barge stay channel for the IGV vehicle in Embodiment 2 related to the present invention;

[0049] The first IGV channel area 1; the second IGV channel area 2; the third IGV channel area 3; the yard 4; the IGV vehicle yard scheduling lane 5; the IGV aisle 21; the security booth 8; the safety island serial number sign 6; the reflective column 7; the IGV guiding sign 9. Detailed implementation manners

[0050] To make the objectives, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be further described clearly and completely below in conjunction with the embodiments of the present invention. It should be noted that the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0051] It should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "rear", "left", "right", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation of the present invention.

[0052] The terms "first", "second", "third", "fourth", etc. are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, the features defined with "first", "second", "third", "fourth" may explicitly or implicitly include one or more of such features.

[0053] Example 1

[0054] As Figure 1 , Figure 4 shown below:

[0055] This embodiment proposes a horizontal transportation equipment scheduling method for barge operations in an automated container terminal, which is applied to an automated container terminal equipped with a yard 4, an IGV driving operation area, and a quay crane. The IGV driving operation area is located between the coastline front side and the yard 4. The IGV driving operation area includes a first IGV channel area 1, a second IGV channel area 2, and a third IGV channel area 3 arranged in sequence from near to far from the coastline front side. The third IGV channel area 3 is adjacent to the yard 4. The second IGV channel area 2 includes multiple IGV aisles 21 for IGV vehicles to shuttle between the first IGV channel area 1 and the third IGV channel area 3. The IGV aisles 21 are used for IGV vehicles that need to stop to lock and unlock the containers on the vehicle, IGV vehicles that stop to suspend barge operations, IGV vehicles that pass through to perform barge operations, or IGV vehicles that end barge operations. The automated container terminal also includes a TOS system and a vehicle management system VMS. The TOS system dynamically determines the uses of each IGV aisle 21, so that the second IGV channel area 2 forms several barge stop channels formed by changing the uses of the IGV aisles 21 and several barge loading channels formed by changing the uses of the IGV aisles 21. The vehicle management system VMS is used to schedule IGV vehicles. The TOS system is communicatively connected to the vehicle management system VMS. The characteristic of this horizontal transportation equipment scheduling method is that it includes the following steps executed in sequence:

[0056] S1. Set two channel planning requirements, namely the limit turning radius of the IGV vehicle and the distance safety between the IGV vehicle and the offshore quay crane. When the corresponding barge stop channels and barge loading channels both meet the two channel planning requirements, the corresponding barge stop channels and barge loading channels are allowed to be scheduled;

[0057] S2. Schedule the IGV vehicles that are not allowed to be loaded to the barge stop channels for temporary stay after path planning. When there is an idle lane under the quay crane, schedule the IGV vehicles that are allowed to be loaded to the barge loading channels for loading after path planning;

[0058] S3. According to the task arrangement of the IGV vehicles, drive the specified IGV vehicles located in the barge stop channels to the barge loading channels after path planning, and drive the specified IGV vehicles located in the barge loading channels to the barge stop channels after path planning.

[0059] Further optimized, in S2, when the IGV vehicle meets the upshift operation condition, a path to the target quay crane is planned and the IGV aisle currently being passed through is released; if the barge stay channel cannot be selected or the task is terminated after the barge stay channel has been selected, the IGV vehicle replans the path according to the new task after receiving the new task; if the IGV vehicle receives the task of going to the quay crane again in the third IGV channel area 3, the IGV vehicle replans the path to the barge upshift channel.

[0060] Further optimized, in S2, the barge upshift channel corresponding to the quay crane with a real-time operation efficiency lower than a set threshold is the preferred barge upshift channel, and the IGV vehicles allowed to upshift are preferentially dispatched to the preferred barge upshift channel.

[0061] Further optimized, the real-time operation efficiency of the quay crane includes the set efficiency, the real-time efficiency, and the efficiency cycle; the set efficiency is the value set manually; the real-time efficiency is the current operation efficiency of the quay crane; the efficiency cycle refers to the quay crane operation line operating at the set target efficiency within a certain time cycle.

[0062] In S2, the real-time efficiency is compared with the set efficiency, and it is decided whether to catch up in the current time cycle. When the real-time operation efficiency of the quay crane is lower than the set efficiency, it is judged that the quay crane of this operation line needs to catch up in the current cycle, and the vehicle management system VMS preferentially assigns IGV vehicles to the quay crane of this operation line for operation; if the real-time operation efficiency of the quay crane is higher than the set efficiency, it is judged that the quay crane of this operation line does not need to catch up in the current cycle, and the vehicle management system VMS will reduce the IGV vehicle dispatching demand according to the quay crane operation conditions of other operation lines, and preferentially assign the IGV vehicles to the quay cranes that do not meet the set efficiency.

[0063] Further optimized, the control process of the vehicle management system VMS preferentially assigning IGV vehicles to the quay crane of this operation line includes the following steps executed in sequence:

[0064] S21, calculate the handling demand MOVE of each operation line according to the decision cycle.

[0065] S22, arrange the yard plan of the established tasks in units of IGV aisles; the established tasks are the clearly defined vehicle dispatching tasks, namely the container ship yard outbox task, the unloaded ship box on-board task, the container transfer on-board task, the gate collection and delivery task, the barge loading outbox task, and the container transfer yard outbox task; specifically, the established tasks are a combination of several tasks in this section, and the established tasks are planned tasks.

[0066] S23, insert or set tasks into the yard operation plan and adjust the conflicting plans to generate a new yard operation plan.

[0067] S24, generate the IGV vehicle dispatching plan.

[0068] Further optimized, as Figure 1 - Figure 2 shown: In S2 and S3, the path planning of the IGV vehicle is carried out through the minimum-cost maximum matching model. The establishment process of the minimum-cost maximum matching model is the following steps executed in sequence:

[0069] Step 1: Define the vertices in the model graph;

[0070] Step 2: Define the directed edges in the model graph;

[0071] Step 3: Establish variables, objective functions, and constraints.

[0072] Further optimized, as Figure 1 - Figure 2 shown: Step 1 of the establishment process of the minimum-cost maximum matching model includes the following sub-steps executed in sequence:

[0073] Step 1.1), define the job task class vertices; the job tasks include tasks to be decided, possible charging tasks, and model virtual tasks; the model virtual tasks are used to provide a path that finally connects to the Sink point for the IGV vehicle that has not been matched with a job task or a charging task;

[0074] Step 1.2), define the IGV vehicle vertices; the IGV vehicle vertices include the position and time when it is released as an empty vehicle; specifically, the position and time when it is released as an empty vehicle are the position and time when it is released as an empty vehicle, that is, the position and time when the IGV has no task;

[0075] Step 1.3), define the Source vertex and the Sink vertex; specifically, the minimum-cost maximum matching model involves the following two algorithms: 1. Minimum path algorithm: o Dijkstra's algorithm: This is a greedy algorithm for solving the single-source shortest path problem. It gradually determines the shortest paths from the source node to all other nodes by continuously expanding the shortest path tree. It is one of the classic algorithms for dealing with the shortest path problem; 2. Maximum flow algorithm: o Ford-Fulkerson method: This is an iterative algorithm for solving the maximum flow problem. It continuously finds augmenting paths (i.e., paths from the source to the sink that can increase the flow) to increase the flow in the network until no more augmenting paths can be found; The Ford-Fulkerson method is a framework, and specific implementations may include the Edmonds-Karp algorithm (using BFS to find augmenting paths), etc.; The maximum flow algorithm (such as the Ford-Fulkerson method and its variants like the Edmonds-Karp algorithm) is designed for network flow problems with a source and a sink; The goal of these algorithms is to find the maximum flow from the source to the sink under the premise of satisfying the capacity limit of each edge; In this process, the source (i.e., the Source vertex) is the starting point of the flow, and the sink (i.e., the Sink vertex) is the end point of the flow;

[0076] Step 1.4), define the location type vertices; The location type vertices are represented as the traffic road locations within Yard 4; specifically, the traffic road locations within Yard 4 include, for example, lane intersections, safety islands for loading and unloading pins, etc., which do not appear in the model and are only used to estimate the time related to the response tasks of horizontal transportation machinery.

[0077] Specifically, a minimum path maximum flow model provides an algorithm for the best vehicle dispatching plan of IGVs to plan the optimal path. The model consists of model graph vertices, directed edges, as well as variables, objective functions, and constraints, such as Figure 2 shown as the spatial distance that the IGV vehicle needs to move from receiving a certain task to be performed to the next task; In addition, the vehicle selection process simultaneously considers the mutual matching between multiple vehicles and multiple tasks, and will coordinate the resource allocation among various ships or operation roads;

[0078] Among them, the vertices are respectively job task type vertices, which are used to calculate the starting position and the proposed planned start time when defining the currently received task of the IGV vehicle; the horizontal transportation machinery type vertices are used to represent the position and time when the IGV vehicle changes from having a task to being released (free) and becoming an empty vehicle; the source vertex and the sink vertex are used for the starting point and the end point of the model graph; the position type vertices represent the relevant positions in the yard, such as lane intersections, safety islands for loading and unloading lock pins, etc. This vertex does not appear in the model and is only used to estimate the time related to the horizontal transportation machinery's response to tasks. According to the above vertices, starting from the starting position source vertex, select a minimum path maximum flow to reach the sink vertex;

[0079] In the model graph, a directed edge exists if there is a connected path and other feasibility conditions such that the IGV vehicle is allowed to undertake task b from task a. Then there is a directed edge from a to b, and the weight of the directed edge is recorded as the time cost paid for the empty vehicle movement of the position vertex. Among them, the cost from a single source vertex to all horizontal transportation machinery vertices is 0, that is, the horizontal transportation machinery vertex is the source vertex, and the time cost after the IGV is released and becomes an empty vehicle is 0. The cost from all task type vertices to a single sink vertex is 0, that is, the task type vertex is the source vertex, and the time cost from when the IGV receives the task to the end of the model is 0. If there is a connected path and other feasibility conditions such that IGVa is allowed to undertake task b, then there is a directed edge from a to b, that is, there is a directed edge from the idle state of IGVa to receiving task b. At this time, it is necessary to calculate that the cost value is the duration required for the shortest path from the free position of IGVa to the starting position of task b;

[0080] Cost = Estimate the duration required from the Free position of IGV vertex a to the adjacent position vertex c only + the duration required from the adjacent position vertex d of the starting position of task b to the starting position of task b + the duration required for the shortest path between position vertex c and position vertex d. The estimation needs to refer to the static matrix between the position type vertices. If there are multiple adjacent position c points and d points, then retain the c point and d point that make the Cost value of this directed edge the smallest.

[0081] Further optimized, as Figure 1 - Figure 2 shown: Step 2 includes the following sub-steps executed in sequence:

[0082] Step 2.1), point a single Source vertex to all horizontal transportation machinery vertices, and the Cost value (that is, the Cost value, which refers to the unit flow cost of each edge) is 0;

[0083] Step 2.2), point all task type vertices to a single Sink vertex, and the Cost value is 0;

[0084] Step 2.3), if there is a connected path such that IGV vehicle a is allowed to undertake task b, then there is a directed edge from a to b between a and b, and the Cost value is the duration required for the shortest path from the Free position of a to the starting position of task b.

[0085] Step 2.4), calculate: The static matrix between reference position type vertices needs to be referred for estimation; Cost value = the estimated duration required from the Free position of IGV vehicle vertex a to the adjacent position vertex c only + the duration required from the adjacent position vertex d of the starting position of task b to the starting position of task b + the duration required for the shortest path between position vertex c and position vertex d; If there are multiple adjacent position c points and d points, then retain the c point and d point that make the Cost value of this directed edge the smallest.

[0086] Specifically, according to the definition of the minimum cost, the weight value of the edge is recorded as the time cost paid for the empty vehicle movement between position vertices.

[0087] Further optimized, as Figure 1 、 Figure 3 shown: In the path planning process, re-plan the IGV vehicle path for avoidance according to the restricted passage information and obstacles; The minimum cost maximum matching model is specifically the minimum path maximum flow model;

[0088] The process of re-planning the IGV vehicle path for avoidance is as follows:

[0089] After the vehicle management system VMS feedbacks that there is a restricted area ahead, the IGV vehicle judges whether there is a new path to reach the destination. If the judgment is no, the IGV vehicle drives to stop before the restricted area and waits for the restricted area to be lifted to continue passing. If the judgment is yes, then execute: Re-call the minimum path maximum flow model, and on this basis, add new position type vertices, and re-plan a new optimal path to reach the destination operation position again, so as to improve the quay crane operation efficiency; The present invention further improves the scheduling balance degree of the IGV vehicle on-board channel and the quay crane operation efficiency in the barge operation of the automated container terminal by re-planning the route according to the restricted passage information and obstacles.

[0090] Specifically, as Figure 3As shown, when there is an obstacle in front, a certain IGV vehicle fails, or personnel enter or leave the site, the terminal management personnel operate the restricted area on the GUI map at this time; when the terminal management personnel confirm that the corresponding information of the restricted area has been completed, the GUI map feeds back the restricted area information and number to the VMS system. At this time, the restricted area takes effect, and the VMS system locks the area, that is, defines a new position type vertex in the minimum path maximum flow model and sends a no-passing message to all IGV vehicles in the vehicle fleet; finally, when the IGV vehicle reaches a certain node, it determines whether it can re-plan a new path. Number 1 is the IGV vehicle, number 2 is the optimal path planned by the minimum path maximum flow model, number 3 is the restricted area number, that is, IGV vehicles are prohibited from passing within this range, and number 4 is the new optimal path after re-calling the minimum path maximum flow model; according to the restricted area information described above, it includes the width and height of the restricted area to represent the size of the restricted area. The effective types are divided into immediate restricted areas and delayed restricted areas. Among them, the immediate restricted area takes effect immediately after the operation is successful, and IGV vehicles cannot pass through the restricted area; within the restricted area, IGV vehicles (including IGV vehicles that cannot re-plan the path) stop moving and can only move again after the restricted area is lifted; after the operation of the delayed restricted area is successful, only the restricted area is displayed but it does not take effect. At this time, IGV vehicles within the restricted area will continue to drive (including IGV vehicles that cannot re-plan the path), and other IGV vehicles are not allowed to enter. After all IGV vehicles have left the area, the restricted area takes effect; according to the re-planned path, when the VMS system feedbacks that there is a restricted area ahead, the IGV vehicle determines whether there is a new path to reach the destination. If there is no new path, the IGV vehicle drives to stop in front of the restricted area and waits for the restricted area to be lifted to continue passing. If there are other paths to reach the destination, the minimum path maximum flow model is re-called, and on this basis, new position type vertices are added, and a new optimal path is re-planned to reach the operation position to improve the quay crane operation efficiency.

[0091] Further optimized, as Figure 1 、 Figure 3 shown, step three includes the following sub-steps executed in sequence:

[0092] Step 3.1), define the flow of the directed edge e between vertices a and b in the graph as variable X e ;

[0093] Define the objective function: Min(coef_late, coef_EmptyMoving)*(weighted total task delay duration, empty vehicle moving duration of horizontal transportation machinery)T;

[0094] Step 3.2), for the directed edge e between the IGV vehicle vertex a1 and the task class vertex b1, first execute Step i: i, weighted total task latency = ∑(coef_job * Max(Free time of machine a1 + Cost value corresponding to edge e - planned start time of b1, 0) * X e ), and then execute Step ii: ii, weighted empty running duration = ∑(coef_EmptyMoving * (Cost value corresponding to edge e) * xe);

[0095] Step 3.3), Constraints: Sequentially execute Step

I

II

III

[0096] Step

I

[0097] ∑e = *, axe =∑e = a, * xe Formula (1)

[0098] Step

II

[0099] Step

III

[0100] Specifically, in this embodiment, the set efficiency, real-time efficiency, and efficiency cycle of the quay crane are added on the basis of the existing technology; the set efficiency is a value set manually, and the real-time efficiency is the current operation efficiency of the quay crane; the efficiency cycle means that the operation line operates according to the set target efficiency within a certain cycle time, compares the real-time efficiency with the set efficiency, and decides whether to catch up in the current cycle. When the real-time efficiency of the quay crane operation is lower than the set efficiency, it is decided that it is necessary to catch up in the current cycle, and the VMS system will preferentially dispatch IGV vehicles to the quay crane of this operation line. If the real-time efficiency of the quay crane operation is higher than the set efficiency, it is decided that there is no need to catch up in the current cycle, and the VMS system will reduce the vehicle dispatching demand for IGV vehicles according to the quay crane operation conditions of other operation lines, and preferentially dispatch IGV vehicles to the quay cranes that do not meet the set efficiency.

[0101] Specifically, this embodiment is a lane application request from the yard side to the front side, rather than simply in the direction of the front side alone. Moreover, this embodiment adds a basis for the request in judgment. When the upper gear condition is met, the lane is applied for upshifting. When the upper gear condition is not met, the vehicle applies to stay in the channel and waits for the channel to be idle. This not only effectively reduces the return time of the IGV vehicle but also effectively improves the utilization efficiency of the quay crane for the lane.

[0102] Specifically, the channel stay function involved in this embodiment is to increase the loading and unloading efficiency of containers from the ship side to the shore side. Ultimately, it also requires an operating condition where the IGV is used to perform loading and unloading operations from the channel to under the bridge.

[0103] Specifically, this embodiment will allocate the next task to the IGV vehicle according to the mechanical parameters and status information, as well as the task information with a partial order relationship given by the overall scheduling, that is, a process from the IGV vehicle receiving the vehicle dispatch requirement to path planning to the destination location for operation; this embodiment establishes a minimum cost maximum matching model, which needs to take into account the operation cost while ensuring the execution efficiency of the tasks to be executed. The purpose is to minimize the empty driving distance of the horizontal transportation machinery IGV vehicle; the vehicle selection process in this embodiment considers the mutual matching between multiple vehicles and multiple tasks, coordinates the resource allocation between various ships or various operation roads, and the vehicle selection process adopts the minimum cost maximum flow model, which has real-time decision-making and configurability.

[0104] Further optimized, in order to facilitate the scheduling of IGV vehicles in yard 4, yard 4 is divided into N sub-yards (such as Figure 4 the AA yard and the BA yard shown), and there are several IGV yard scheduling lanes 5 between the sub-yards (as Figure 4 shown).

[0105] Further optimized, there is a safety island between two adjacent IGV aisles 21; there is a safety guard booth 8, a safety island serial number sign 6 and / or a reflective upright column 7 on the safety island; the road surface of the IGV aisle 21 is provided with an IGV guiding sign 9; specifically, as Figure 5 shown, the IGV aisles between the marks 007 - 008 are all barge upshifting aisles for allowing IGV vehicles to go from the third IGV channel area 3 to the first IGV channel area 1; the IGV aisle between the marks 008 - 009 is a barge upshifting aisle for allowing IGV vehicles to go from the first IGV channel area 1 to the third IGV channel area 3; the IGV aisle between the marks 006 - 007 is a barge stay aisle for IGV vehicles that temporarily stay to prepare for entering the next IGV channel area.

[0106] A horizontal transportation equipment scheduling method for barge operations in an automated container terminal according to this embodiment addresses the deficiencies in the existing automated terminal barge operations, where the IGV vehicle automatically departs and circles under the quay crane, resulting in long-term occupation of IGV vehicle resources and the allocation of the number of IGV vehicles assigned to the quay crane. By adding a barge channel stop function, the operation efficiency is improved, and the reasonable utilization of equipment operations is ensured. At the same time, the execution process of the IGV vehicle staying in the barge channel effectively alleviates the complex road conditions caused by multiple IGV vehicles circling in the front area, and avoids the situation where the IGV vehicle cannot release QCTP in a timely manner due to the presence of an IGV vehicle walking in front during the process of releasing QCTP under the bridge.

[0107] A horizontal transportation equipment scheduling method for barge operations in an automated container terminal according to this embodiment makes the barge operation mode more flexible. While focusing on high efficiency, it speeds up the return of IGV vehicles, reduces the passing distance of IGV vehicles, reduces power consumption, and reduces the charging times of IGV vehicles. It not only saves energy and protects the environment but also improves the effective utilization rate of IGV vehicles. It overcomes the shortcomings in the above-mentioned background technology. To respond to the national energy conservation and environmental protection policy, improve the production efficiency of port ship loading and unloading operations and the utilization rate of IGV vehicles, and at the same time reduce the complexity of the first IGV channel area (i.e., the front operation area). It can also dynamically adjust the IGV aisle in the first IGV channel area according to barge operation requirements, adopt the channel stop method, reduce the circling of IGV vehicles in the front area, improve the utilization rate of IGV vehicle equipment, alleviate the congestion of the IGV vehicle traffic flow in the front area and the quay crane operation lane, and while focusing on high efficiency, it also takes into account the utilization rate and energy saving rate of IGV vehicles in the fully automated terminal.

[0108] Embodiment 2

[0109] Embodiment 2 is a further optimized design of Embodiment 1;

[0110] As Figure 1 - Figure 7 shown:

[0111] Furthermore, the method further includes the following steps (S4 is executed after S3 is completed):

[0112] S4, the IGV vehicle allocates QCTP and arrives at the bottom of the bridge for operation.

[0113] Further, the barge upshift channel is a channel through which the IGV vehicle can directly enter the operation lane under the bridge for operation. The barge stay channel is only used for the temporary stay of the IGV vehicle and not for the IGV vehicle to directly upshift. Therefore, no matter when scheduling, only the IGV vehicle can be allocated to apply for the barge upshift channel first. When the IGV vehicle on the barge arrives near the barge upshift channel, it performs a request in. When the scheduling does not allow upshifting, the IGV vehicle tries to select the barge stay channel for temporary stay; where request in is used to determine whether the condition for going to the operation lane under the quay crane is met. When there is an idle lane under the bridge, the request in request passes and upshifting is allowed, otherwise it is not allowed.

[0114] Further, as Figure 6 shown, considering the turning radius of the IGV vehicle and that it does not affect the quay crane operation after turning out, the opening of the IGV aisle is verified. Set the opening distance of the IGV aisle to be greater than a threshold value (preferably 20 meters) from the center of the quay crane. When the requirement for opening the IGV aisle is not met, it is not allowed to open, and a prompt is given: "This IGV aisle is x meters from the quay crane operation direction, less than the set value of 20 meters"; due to the limitation of the turning radius of the IGV vehicle, the IGV vehicle can smoothly turn out of the aisle only when the opening distance of the IGV aisle from the center of the quay crane is at least 20 meters. Therefore, the IGV aisle opening rule is that the opening distance of the aisle is greater than 20 meters from the center of the quay crane.

[0115] Further, the barge upshift condition is that there is an idle operation lane under the bridge (hereinafter referred to as QCTP). Generally, there are 6 lanes in the front of the lane, among which lanes 1, 3, and 5 are operation lanes, and lanes 2, 4, and 6 are passing lanes. The operation lanes can occasionally be used for passing, but the passing lanes are not allowed for quay crane operation. Therefore, there are generally three QCTPs for the quay crane, that is, only three IGVs can operate under the bridge at the same time.

[0116] Further, due to the uncertainty of barge berthing, the barge channel needs to be dynamically adjusted. At this time, according to the dynamic adjustment of the barge upshift channel and the barge stay channel, the scheduling selection of the IGV vehicle for applying for the upshift channel and the stay channel during the loading and unloading operation is carried out; as Figure 7 shown, during the loading and unloading operation, the scheduling dispatches the IGV to the quay crane according to the quay crane operation efficiency, the set efficiency of the quay crane, and the IGV busyness. Then, according to the distance between the IGV vehicle and the barge upshift lane, the request in judgment logic relationship of the IGV vehicle, the number of IGV vehicles, and the expected arrival time of the IGV, the pre-allocation of the barge stay channel is carried out. At the same time, when the IGV vehicle staying in the stay channel meets the upshift condition for container ship operation, the vehicle management system VMS automatically plans the path to the operation lane under the quay crane after receiving the permission for upshifting given by the scheduling, and releases the barge stay channel.

[0117] Further, the specific implementation method of step S2 is as follows:

[0118] S201. Based on the current operation task efficiency of the target quay crane and the set efficiency, and combining with the current operation busyness of the IGV vehicle, the target quay crane acquires an indefinite number of IGV vehicles and plans a path to the barge loading channel, and judges the expected arrival time of the IGV vehicle at the channel;

[0119] S202. Since the barge loading channel supports multiple IGV vehicle selections, the IGV vehicles pre-selecting the current channel are queued according to the expected arrival time of the IGV vehicle. At this time, the destination of the IGV vehicle is the barge loading channel;

[0120] S203. Obtain the current logical position of the IGV vehicle and the loading and unloading sequence of the IGV vehicle. If it meets the basic request in loading rule, pre-allocate the barge stay channel; when the IGV vehicle for barge operation arrives near the channel, perform request in; if the IGV vehicle meets the loading condition, it directly loads and enters the operation under the bridge. If the IGV vehicle does not meet the loading condition, the IGV tries to select a barge stay channel for temporary stay; complete the pre-allocation of the stay channel according to the number of opened barge stay channels, the occupancy of the stay channels, and whether it meets the optimal planned path condition;

[0121] S204. After the pre-allocation is completed, the destination of the IGV vehicle changes from the barge loading channel to the barge stay channel, and a path to the barge stay channel is planned to obtain the expected arrival time. At this time, this barge stay channel is occupied by this IGV vehicle;

[0122] S205. When the IGV vehicle arrives at the barge stay channel, it makes a temporary stay until the IGV vehicle meets the loading operation condition, plans a path to the target quay crane, and releases the current channel;

[0123] Further, in S2, the specific selection process of the barge stay channel is as follows:

[0124] S2001. After the IGV vehicle for barge loading plans a path and arrives near the channel, it performs request in. When the dispatching does not allow loading, the IGV tries to select a stay channel for temporary parking;

[0125] S2002. When the IGV vehicle selects a stay channel, it needs to select within a certain range, and this distance range can be configured. Currently, it is configured as 500 meters;

[0126] In S2003, when the IGV vehicle fails to select a barge berthing channel or the task is terminated after a barge berthing channel has been selected, the IGV vehicle replans its path according to the new task after receiving the new task. If the IGV vehicle receives a task to go to the quay crane again in the second IGV channel area, the IGV vehicle replans the path to the barge loading channel and repeats step S2001; if the IGV vehicle receives a task to go to a non-quay crane in the second IGV channel area, the path to the target location is replanned according to the destination of the IGV vehicle at this time;

[0127] In S2004, when the IGV vehicle fails to select a barge berthing channel or the path of the selected barge berthing channel is cleared, since the barge berthing channel previously applied for by the IGV vehicle has been released, when replanning the path at this time, the upshift condition has been met when the IGV vehicle generates the path, and the IGV vehicle has been assigned QCTP. At this time, the IGV vehicle directly plans the path to QCTP and is allowed to use the barge berthing channel; if the IGV vehicle does not meet the upshift condition and fails to be assigned QCTP when generating the path, at this time, since the IGV vehicle already has a request in, the IGV vehicle defaults to directly planning the nearest barge loading channel or barge berthing channel.

[0128] Further, in step S4, when the IGV vehicle is assigned QCTP and arrives at the bottom of the bridge for operation, it can generally be divided into three cases:

[0129] Case 1: The IGV vehicle applies for a barge loading channel and selects to get on QCTP during the request in stage. At this time, the IGV vehicle can directly pass through the loading channel without stopping and reach the target quay crane QCTP position for operation;

[0130] Case 2: The IGV vehicle applies for a barge loading channel and does not select to get on QCTP during the request in stage. At this time, the IGV vehicle pre-allocates the barge berthing channel. After the pre-allocation is completed, the destination of the IGV vehicle changes to the barge berthing channel and it parks and waits for release. After QCTP is assigned, the IGV vehicle plans the path to the target quay crane QCTP position for operation;

[0131] Case 3: The IGV vehicle applies for a barge loading channel and does not select to get on QCTP during the request in stage, and fails to be allocated a barge berthing channel during the pre-allocation stage of the barge berthing channel by the IGV vehicle. At this time, the IGV vehicle directly passes through the barge loading channel without stopping and detours. When it applies for a barge loading channel again when exiting the first IGV channel area (i.e., the front operation area), steps S1 - S3 are repeated in sequence until the IGV vehicle is assigned QCTP and arrives at the bottom of the bridge for operation.

[0132] Further, when the IGV vehicle arrives at the barge stay channel, the IGV vehicle occupies this channel. At this time, the following situations may occur and the vehicle needs to leave the stay channel and release it:

[0133] Situation (1), the IGV vehicle has a quay crane task and is assigned QCTP. At this time, the IGV vehicle plans a path to QCTP;

[0134] Situation (2), after terminating the IGV task, the IGV vehicle receives a non - quay crane task again. At this time, the IGV vehicle re - plans a path to leave the stay channel;

[0135] Situation (3), after terminating the IGV task, when the IGV vehicle has no task, it will stay in the stay channel until it receives a new task.

[0136] Further, after the above - mentioned IGV vehicle plans a path to the barge upper channel and performs a request in, once the scheduler assigns the IGV vehicle to select the barge stay channel, regardless of whether a path is generated, the channel is considered occupied at this time; only one IGV vehicle can occupy a barge stay channel at the same time; the release criteria after the barge stay channel is occupied are as follows: when the IGV vehicle generates a complete lock - out area to leave the channel, it means the channel is released; when the IGV vehicle is not in the barge stay channel and the path to the barge stay channel has been cleared, the barge stay channel is released;

[0137] Embodiment 3

[0138] This embodiment provides a computer - readable storage medium storing a computer program, characterized in that: when the computer program is executed by a processor, it implements the steps of the horizontal transportation equipment scheduling method for automated container terminal barge operations described in any one of the technical solutions in Embodiment 1 or Embodiment 2.

[0139] The above - described embodiments only represent several implementation manners of the present invention. The description is relatively specific and detailed, but it should not be construed as a limitation on the scope of the patent of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present invention, several deformations and improvements can still be made, and these all belong to the protection scope of the present invention. Therefore, the protection scope of the patent of the present invention should be subject to the appended claims.

Claims

1. A scheduling method for horizontal transportation equipment in barge operations at an automated container terminal, which is applied to an automated container terminal equipped with a yard, an IGV driving operation area, and a quay crane. The IGV driving operation area is located between the coastline front side and the yard. The IGV driving operation area includes a first IGV channel area, a second IGV channel area, and a third IGV channel area arranged in sequence from near to far from the coastline front side. The third IGV channel area is adjacent to the yard. The second IGV channel area includes multiple IGV aisles for IGV vehicles to shuttle between the first IGV channel area and the third IGV channel area. The IGV aisles are used for IGV vehicles that need to stop to lock and unlock the containers on the vehicle, IGV vehicles that stop to suspend barge operations, IGV vehicles that pass through to conduct barge operations, or IGV vehicles that end barge operations. The automated container terminal also includes a TOS system and a vehicle management system VMS. The TOS system dynamically determines the uses of each IGV aisle, so that the second IGV channel area forms several barge stop channels formed by changing the uses of the IGV aisles and several barge loading channels formed by changing the uses of the IGV aisles. The vehicle management system VMS is used to schedule IGV vehicles. The TOS system is communicatively connected to the vehicle management system VMS. It is characterized in that, The horizontal transportation equipment scheduling method includes the following steps executed in sequence: S1. Set two channel planning requirements, namely the limit turning radius of the IGV vehicle and the distance safety between the IGV vehicle and the offshore bridge crane. When the corresponding barge stay channel and the barge loading channel both meet the two channel planning requirements, the corresponding barge stay channel and the barge loading channel are allowed to be scheduled; the barge loading channel is the channel through which the IGV vehicle can directly enter the operation lane under the bridge for operation, and the barge stay channel is only used for the temporary stay of the IGV vehicle and not for the IGV vehicle to directly load. S2. Schedule the IGV vehicles not allowed to load to the barge stay channel for temporary stay after path planning. When there is an idle lane under the quay crane, schedule the IGV vehicles allowed to load to the barge loading channel for loading after path planning. In S2, when the IGV vehicle meets the loading operation conditions, plan the path to the target quay crane and release the IGV aisle currently passed through; if the barge stay channel cannot be selected or the task is terminated after the barge stay channel has been selected, the IGV vehicle re-plans the path according to the task after receiving a new task; if the IGV vehicle receives a task to go to the quay crane again in the third IGV channel area, the IGV vehicle re-plans the path to the barge loading channel; in S2, the barge loading channel corresponding to the real-time operation efficiency of the quay crane lower than a set threshold is the priority barge loading channel, and the IGV vehicles allowed to load are preferentially scheduled to the priority barge loading channel; the real-time operation efficiency of the quay crane includes the set efficiency, the real-time efficiency, and the efficiency cycle; the set efficiency is a value set manually. The real-time efficiency is the current operation efficiency of the quay crane. The efficiency cycle means that the quay crane operation line operates at the set target efficiency within a certain time cycle; in S2, compare the real-time efficiency with the set efficiency and decide whether to catch up in the current time cycle. When the real-time operation efficiency of the quay crane is lower than the set efficiency, it is judged that the quay crane of this operation line needs to catch up in the current cycle, and the vehicle management system VMS preferentially assigns IGV vehicles to the quay crane of this operation line for operation; if the real-time operation efficiency of the quay crane is higher than the set efficiency, it is judged that the quay crane of this operation line does not need to catch up in the current cycle, and the vehicle management system VMS will reduce the vehicle dispatching requirement of the IGV according to the operation conditions of the quay cranes of other operation lines and preferentially assign the IGV vehicles to the quay cranes that do not meet the set efficiency; when the IGV vehicle for barge loading arrives near the barge loading channel, perform a requestin. When scheduling and the IGV vehicle is not allowed to load, it tries to select the barge stay channel for temporary stay; where request in is used to judge whether the condition to go to the operation lane under the quay crane is met. When there is an idle lane under the bridge, the request in request passes and loading is allowed, otherwise it is not allowed. S3. According to the task arrangement for the IGV vehicle, the specified IGV vehicle located in the barge stay channel travels to the barge loading channel after path planning, and the specified IGV vehicle located in the barge loading channel travels to the barge stay channel after path planning. At S4, the IGV vehicle is assigned QCTP and arrives at the bottom of the bridge for operation; QCTP means there is an idle operation lane at the bottom of the bridge. In S2 and S3, the path planning of the IGV vehicle is carried out through a minimum-cost maximum-flow model.

2. The scheduling method of the horizontal transportation equipment for barge operations in an automated container terminal according to claim 1, wherein The control process in which the vehicle management system VMS preferentially assigns IGV vehicles to the quay cranes of this operation line includes the following steps executed in sequence: S21, calculate the handling demand MOVE of each operation line according to the decision cycle. S22, arrange the yard plan of the established tasks in units of IGV aisles; the established tasks are the clearly assigned vehicle tasks, namely the container ship yard out-box tasks, the tasks of the unloaded ship containers already on the vehicle, the tasks of the relocated containers already on the vehicle, the gate collection and delivery container tasks, the barge loading out-box tasks, and the yard out-box tasks of the relocated containers. S23, insert or set tasks into the yard operation plan and adjust the conflicting plans to generate a new yard operation plan. S24, generate the IGV vehicle dispatching plan.

3. The scheduling method of the horizontal transportation equipment for barge operations in an automated container terminal according to claim 1 or 2, characterized in that, The establishment process of the minimum-cost maximum-flow model includes the following steps executed in sequence: Step 1: Define the vertices in the model graph. Step 2: Define the directed edges in the model graph. Step 3: Establish variables, objective functions, and constraints.

4. The horizontal transportation equipment scheduling method for barge operations in an automated container terminal according to claim 3, wherein Step 1 includes the following sub-steps executed in sequence: Step 1.1), define the job task class vertices; the job tasks include the tasks to be decided, the possible charging tasks, and the model virtual tasks; the model virtual tasks are used to provide a path that finally connects to the Sink point for the IGV vehicles that have not been matched with job tasks or charging tasks. Step 1.2), define the IGV vehicle vertices; the IGV vehicle vertices include the position and time when the vehicle is released as an empty vehicle. Step 1.3), define the Source vertex and the Sink vertex. Step 1.4), define the position class vertices; the position class vertices are represented as the positions of the traffic roads in the yard.

5. The scheduling method of the horizontal transportation equipment for barge operations in an automated container terminal according to claim 4, wherein Step 2 includes the following sub-steps executed in sequence: Step 2.1), point a single Source vertex to all horizontal transportation machinery vertices, and the Cost value is 0. Step 2.2), point all task class vertices to a single Sink vertex, and the Cost value is 0. Step 2.3), if there is a connected path such that IGV vehicle a is allowed to undertake task b, then there is a directed edge from a to b between a and b, and the Cost value is the time required for the shortest path from the Free position of a to the starting position of task b. Step 2.4), calculate: the static matrix between the reference position class vertices needs to be estimated; Cost value = the estimated time required from the Free position of IGV vertex a to the adjacent position vertex c only + the time required from the adjacent position vertex d of the starting position of task b to the starting position of task b + the time required for the shortest path between position vertex c and position vertex d; if there are multiple adjacent position c points and d points, then retain the c point and d point that make the Cost value of this directed edge the smallest.

6. The scheduling method of the horizontal transportation equipment for automated barge operations at a container terminal according to claim 3, wherein In the path planning process, the IGV vehicle path for avoidance is re-planned according to the no-go information and obstacles; the minimum-cost maximum-flow model is the minimum path maximum-flow model. The process of re-planning the IGV vehicle path for avoidance is as follows: After the vehicle management system (VMS) feedbacks that there is a restricted area ahead, the IGV vehicle determines whether there is a new path to reach the destination. If the determination is negative, the IGV vehicle drives to a stop before the restricted area and waits for the restricted area to be lifted to continue passing. If the determination is positive, the following operations are performed: the minimum path maximum flow model is re - called, and new location - type vertices are added on this basis. Then, a new optimal path is re - planned to reach the target operation position, thereby improving the quay crane operation efficiency.

7. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, it implements the steps of the horizontal transportation equipment scheduling method for automated container terminal barge operations as described in any one of claims 1 to 6.

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