Port logistics management and control method and system

Abstract

The embodiment of the invention provides a port logistics management and control method and system, and belongs to the technical field of port logistics management and control, and the method comprises the steps: predicting the arrival time of a ship and the required unloading duration through employing historical data and real-time information; according to the predicted ship arrival time, an optimal unloading berth is arranged, and a truck connection sequence is planned; synchronously regulating and controlling operation time windows of the ship and the truck based on the predicted interaction time of the ship and the truck; and optimizing the vehicle scheduling path and sequence in the harbor district according to the synchronous regulation and control result to improve the overall efficiency. Through the scheme of the embodiment of the invention, the problem of how to synchronously regulate and control the shipping date and the truck to improve the overall efficiency can be solved.

Description

Technical Field

[0001] The present application relates to the technical field of port logistics control, and in particular to a port logistics control method and system. Background Art

[0002] Port logistics control aims to optimize the logistics operation process within the port and improve the efficiency of cargo loading and unloading, transshipment and warehousing by integrating advanced information technology and intelligent scheduling systems. However, in port control, there is an important problem, that is, how to achieve effective synchronization and regulation of ship schedules and truck transportation to improve overall operational efficiency. Since ship arrival times and truck scheduling are affected by many uncertain factors, such as weather conditions, port congestion and transportation distance, if ship schedules and truck transportation cannot be effectively matched, it may lead to waste of resources and delays, thus affecting the efficiency of the entire logistics chain. Summary of the invention

[0003] In view of this, an embodiment of the present disclosure provides a port logistics management and control method, which at least partially solves the problems existing in the prior art.

[0004] In a first aspect, a port logistics management and control method is provided, comprising:

[0005] Use historical data and real-time information to predict vessel arrival times and required unloading times;

[0006] Arrange optimal unloading berths and plan truck docking sequences based on predicted vessel arrival times;

[0007] Synchronize and adjust the operation time windows of the ship and truck based on the expected interaction time of the two;

[0008] Based on the results of synchronous control, the vehicle dispatching routes and sequences within the port area are optimized to improve overall efficiency.

[0009] Specifically, the synchronously regulating the operation time windows of the ship and the truck based on the estimated interaction time of the ship and the truck includes:

[0010] Get the estimated time for vessel unloading completion and truck arrival at the unloading area;

[0011] Calculate the estimated interaction time difference between the ship and the truck using the formula: Δt = |t1 - t2|, where Δt is the time difference, t1 is the estimated time for the ship to complete unloading, and t2 is the estimated time for the truck to arrive at the unloading area;

[0012] Based on the time difference Δt, if Δt > Tt, the departure time of the truck is adjusted in advance by Δt - Tt, so that the truck arrives at the unloading area in advance and waits, where Tt is the set waiting time threshold;

[0013] If Δt ≤ Tt, the original departure time of the truck remains unchanged and the ship unloads as planned, so that the operating time windows of the two are synchronized.

[0014] Specifically, the step of adjusting the truck departure time based on the time difference Δt includes:

[0015] Determine the maximum time period T3 that the truck can advance;

[0016] Based on the relationship between Δt - Tt and T3, if Δt - Tt > T3, the truck departure time is advanced to the maximum advance time T3;

[0017] If Δt - Tt ≤ T3, advance the truck departure time by Δt - Tt;

[0018] Re-plan the waiting area for trucks in the unloading area based on the trucks' advance arrival time to ensure that the trucks wait in an orderly manner.

[0019] Specifically, the truck departure time is adjusted based on the relationship between Δt - Tt and T3, including:

[0020] Calculate the waiting cost C1 of the truck in the unloading area after arriving early, the formula is: C1 = K1 × (Δt - Tt), where K1 is the waiting cost coefficient per unit time;

[0021] Based on the relationship between C1 and the preset cost threshold Ct, if C1 > Ct, re-evaluate the truck lead time to find the balance point between cost and time;

[0022] If C1 ≤ Ct, the truck departure time is adjusted according to the original plan;

[0023] During the adjustment process, the truck's fuel level and other status are monitored in real time to ensure that the truck can arrive on time.

[0024] Specifically, the truck lead time is re-evaluated based on the relationship between C1 and Ct, including:

[0025] Determine the minimum time unit Δt_m that the truck can adjust;

[0026] Based on the difference between C1 and Ct, the adjustable time step n is calculated using the formula: n = (C1 - Ct) / (K1×Δt_m);

[0027] If n is a positive integer, the truck departure time is advanced by n × Δt_m;

[0028] If n is a negative number or zero, the original planned adjustment time remains unchanged, and the cost exceeding the threshold is recorded for subsequent optimization strategy adjustments.

[0029] Specifically, it also includes adjusting the berthing plan and berth allocation of subsequent ships based on the berth operation progress feedback, including:

[0030] Obtain the current berth operation completion progress and estimated remaining operation time;

[0031] Calculate the time difference Δtp between the expected arrival time t4 of the subsequent ship and the expected idle time t5 of the current berth, using the formula: Δtp = |t4 - t5|;

[0032] If Δtp > Tp, the subsequent ship berthing plan is arranged in advance to shorten the ship waiting time, where Tp is the set berth waiting time threshold.

[0033] Specifically, the adjusting of the berthing plan and berth allocation of subsequent ships based on the berth operation progress feedback also includes:

[0034] Determine the maximum time T6 that the subsequent ship can arrive in advance;

[0035] Based on the relationship between Δtp and Tp, if Δtp > Tp and T6 > 0, the berthing time of subsequent ships will be advanced to the earliest schedulable time;

[0036] If Δtp < Tp, the original berthing plan remains unchanged;

[0037] According to the early berthing of ships, the ship's port entry channel and pilotage resource allocation will be re-planned.

[0038] Specifically, based on the relationship between Δtp and Tp, if Δtp > Tp and T6 > 0, the berthing time of the subsequent ship is advanced to the earliest schedulable time, and further includes:

[0039] The waiting cost C2 of the ship at the berth after berthing in advance is calculated as follows: C2 = k2 × (Tp - Δtp), where k2 is the waiting cost coefficient per unit time of the ship;

[0040] Based on the relationship between C2 and the preset ship cost threshold C3, if C2 > C3, the ship lead time is re-evaluated to find the balance point between cost and time;

[0041] If C2 ≤ C3, the ship's berthing time will be adjusted according to the original plan;

[0042] During the adjustment process, the status of the ship's fuel reserves and other factors are monitored in real time to ensure that the ship can berth smoothly.

[0043] Specifically, based on the relationship between C2 and a preset ship cost threshold C3, if C2 > C3, the ship lead time is re-evaluated to find a balance point between cost and time, and further includes:

[0044] Determine the minimum time unit Δtm that the ship can adjust;

[0045] Based on the difference between C2 and C3, the adjustable time step m is calculated using the formula: m = (C2 - C3) / (k2 ×Δtm);

[0046] If m is a positive integer, the ship's berthing time will be postponed by m × Δtm;

[0047] If m is a negative number or zero, the original planned adjustment time remains unchanged, and the cost exceeding the threshold is recorded for subsequent optimization strategy adjustments.

[0048] In a second aspect, a port logistics management and control system of the present application includes:

[0049] A forecasting module that uses historical data and real-time information to predict vessel arrival times and required unloading times;

[0050] A planning module that schedules the optimal unloading berth based on the predicted ship arrival times and plans the truck docking sequence;

[0051] The control module synchronously controls the operation time windows of the ship and the truck based on the expected interaction time of the two.

[0052] The control module optimizes the vehicle dispatching routes and sequences within the port area based on the synchronous control results to improve the overall efficiency.

[0053] The disclosed embodiment provides a port logistics management method, including: using historical data and real-time information to predict the arrival time of ships and the required unloading time; arranging the optimal unloading berth and planning the truck docking sequence according to the predicted arrival time of ships; synchronously regulating the operation time window of ships and trucks based on the expected interaction time of the two; optimizing the vehicle dispatching path and sequence within the port area according to the synchronous regulation results to improve the overall efficiency. Through the solution of the disclosed embodiment, it is possible to solve how to synchronously regulate the ship schedule and trucks to improve the overall efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] In order to more clearly illustrate the technical solutions of the exemplary implementation methods of the embodiments of the present disclosure, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the embodiments of the present disclosure and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0055] Figure 1 It is a flow chart of a port logistics control method of the present application;

[0056] Figure 2This is a flow chart of the present application for synchronously regulating the operation time window of the ship and the truck based on the estimated interaction time of the two;

[0057] Figure 3 is a flowchart of the present application for adjusting the truck departure time based on the time difference Δt;

[0058] Figure 4 is a flowchart of adjusting the departure time of a truck according to another embodiment of the present application;

[0059] Figure 5 is a flowchart of the present application for re-evaluating the truck lead time based on the relationship between C1 and a preset cost threshold Ct;

[0060] Figure 6 It is a flowchart of the present application for adjusting the berthing plan and berth allocation of subsequent ships based on the berth operation progress feedback;

[0061] Figure 7 is a flowchart of adjusting the berthing plan and berth allocation of subsequent ships based on berth operation progress feedback according to another embodiment of the present application;

[0062] Figure 8 is a flow chart of the present application for adjusting the berthing time based on the relationship between Δtp and Tp;

[0063] Fig. 9 It is a flow chart for time evaluation based on the relationship between C2 and C3;

[0064] Fig.10 It is a structural block diagram of the port logistics control system of this application. DETAILED DESCRIPTION

[0065] In order to make the purpose, technical solutions and advantages of the embodiments of the present disclosure more clear, the embodiments of the present disclosure are further described in detail in combination with the embodiments and drawings. The schematic implementation methods of the embodiments of the present disclosure and their descriptions are only used to explain the embodiments of the present disclosure and are not intended to limit the embodiments of the present disclosure.

[0066] Next, refer to Figure 1 , describing a port logistics management and control method of the present invention.

[0067] S101: Use historical data and real-time information to predict the arrival time of the ship and the time required for unloading. This link aims to improve the accurate estimation of the arrival time of the ship and the time required for loading and unloading of its cargo through big data analysis and real-time data feedback, laying a solid foundation for the entire chain. For example, with the help of monitoring equipment installed at key waterway points to obtain real-time dynamics, and at the same time integrate the data of the same type of ships, seasonal characteristics and route specificity in the past, and use data analysis models to derive reasonable expected values. In one embodiment, for the situation where tankers on a busy route regularly transport crude oil to the port, a more realistic result is obtained after fully considering the average sailing speed of this type of ship over the years and the degree of influence of various seasonal wind currents. In addition, it is necessary to continue to follow up on changes in the marine climate environment and adjust the preset parameters to ensure that the estimates are scientific and reasonable.

[0068] In a more specific embodiment, the historical speed, route and time data of the ship arriving at the port in the past can be collected first, and the current real-time position, speed and estimated route of the ship can be obtained at the same time; then the estimated arrival time of the ship can be calculated according to the following formula:

[0069]

[0070] in, is the average historical sailing time of the ship, is the current distance of the ship from the port, is the average of the historical sailing distance of the ship,

[0071] The deviation time is obtained by comparing the real-time sailing speed and route with historical data; then the type and quantity of cargo carried by the ship and the time required to unload similar cargo in history are analyzed, and the required unloading time is calculated in combination with the working efficiency of the current port unloading equipment. The specific formula is as follows:

[0072]

[0073] in, is the predicted uninstallation duration, is the amount of cargo carried by the vessel, is the average time required to unload a unit of cargo in history,

[0074] The working efficiency of the current port unloading equipment.

[0075] S102: Arrange the optimal unloading berth and plan the truck docking sequence according to the predicted arrival time of the ship. According to the accurate information obtained about the expected arrival time, specify the appropriate anchorage based on the geographical location, existing resource utilization, safety spacing and other factors; for trucks responsible for short-distance transportation, determine in advance the order of their arrival in the port area. At this stage, it is necessary to take into account the priority differences of different types of goods and the distribution characteristics of storage areas to make the optimal allocation combination. For example, after a large port receives a notice that a batch of fruit transport liners from Southeast Asia are about to arrive, it will make the best path and queue arrangement selection plan that is most conducive to maintaining the freshness of fresh fruits while facilitating the rapid evacuation of goods based on the location of the cold storage, the vehicle loading capacity and other conditions. Specifically, simulated annealing or genetic algorithm can be used to find a sequence arrangement method in an equilibrium state so that the total journey achieves the lowest cost consumption and ensures that the timeliness requirements are met.

[0076] In a more specific embodiment, the location, current usage status and unloading equipment configuration of all unloading berths in the port that match the cargo type of the predicted arriving ship can be obtained first; then, according to the formula To calculate the matching degree of each berth, select the berth with the highest matching degree as the optimal unloading berth, where is the matching degree between berth and ship, α and β are weight coefficients, The number of unloading equipment matched to the berth, is the total number of unloading equipment at the berth, is the distance from the berth to the port center, is the distance from the farthest berth in the port to the port center; then determine the truck docking channel connected to the optimal unloading berth, collect the real-time position, loading status and docking task completion time of the trucks in the channel, and calculate the docking priority of each truck according to the following formula, and plan the truck docking sequence from high to low according to the priority:

[0077]

[0078] in, is the truck connection priority, γ and δ are weight coefficients, The remaining time for the truck to complete the current docking task, is the total truck connection time, is the remaining cargo capacity of the truck, The maximum cargo capacity of the truck.

[0079] In addition, in this application, if the matching degree of the optimal unloading berth is lower than the set minimum matching degree threshold, other berths will be reconsidered and the berthing plan of the ship will be adjusted; if the truck docking priority calculation results show multiple cases with the same highest priority, a secondary sorting will be performed based on the truck model and cargo type.

[0080] S103: Synchronize and regulate the operation time windows of the two based on the expected interaction time of the ship and the truck. In order to maximize the continuity and efficiency of the logistics transfer process inside and outside the port, the start conditions of the relevant land transportation links are closely matched on the premise of clarifying the planned berthing location and time period of the ship. By building a time window mechanism, when one party is delayed or changes early, the start deadline of the work of the other related party is quickly adjusted to maintain the whole system in a good coordinated operation state. For example, if an ocean-going freight ship is forced to stay in the middle of the journey due to bad sea conditions and takes about a day to finally approach the coastline, the corresponding ground support forces - such as forklift crane drivers and tractor truck drivers need to synchronously postpone the tasks originally scheduled for the next morning to noon so as not to trigger a chain of negative effects that will cause the accumulation of goods to worsen.

[0081] In a specific embodiment, the start time Tb1 of the ship unloading operation and the estimated completion time Tb2 of the unloading operation can be determined first, and the start time Tc1 of the truck docking operation and the estimated completion time Tc2 of the docking operation can be determined at the same time. Then, the interaction time difference ΔTbc=Tb2−Tc1 between the ship and the truck is calculated. If ΔTbc is less than the set minimum interaction time threshold ΔTbcm1, the start time of the truck docking operation is advanced to Tc1=Tb2−ΔTbcm1; if ΔTbc is greater than the set maximum interaction time threshold ΔTbcm2, the start time of the ship unloading operation is postponed to Tb1=Tc1+ΔTbcm2. In addition, considering the continuity of port operations, if the adjusted Tc1 and Tb1 conflict with the operation time windows of other ships or trucks, the operation time window is readjusted according to the conflict degree and operation priority. The conflict degree calculation formula is:

[0082]

[0083] in, is the overlap duration of the time windows, is the total operation time window length, when Greater than the set conflict threshold When adjusting the operation time window, the operation time window with lower priority is adjusted first. After adjusting the operation time window, the actual operation progress of the ship and truck is monitored in real time. If the deviation between the actual progress and the adjusted time window exceeds the set deviation threshold, synchronization control is performed again.

[0084] S104: Optimize the vehicle dispatching route and sequence within the port area based on the results of synchronous control to improve overall efficiency. Finally, according to the previously established ship-truck joint operation time window results, optimize the motor vehicle dispatching routes and queuing order in the port to promote the overall operational performance. The core idea here is to follow the actual situation brought about by the previous series of decisions. For example, in certain periods of time, when the flow of people and goods is too concentrated and the congestion is particularly obvious, we should try to bypass the branch roads or arrange the activity schedule in a staggered manner to reduce the pressure on the main roads; or if it is found that there are many vacant yards, it can be suggested that the vehicles waiting to be shipped should drive into the nearby temporary storage first to reduce the length of the detour route and waste too much time resources.

[0085] Next, refer to Figure 2 , describing the specific steps of another embodiment of the present invention for synchronously regulating the operation time windows of the ship and the truck based on the expected interaction time of the two.

[0086] S201: Obtain the estimated time for the ship to complete unloading and the estimated time for the truck to arrive at the unloading area. This process aims to collect two main parameters: one is the time when the ship completes unloading at the port, marked as t1; the other is the time when the truck is expected to arrive at the unloading area, recorded as t2. These two data are derived from the experience of estimating past operating records or dynamically estimated based on real-time conditions. For example, in one embodiment, the ship plans to start unloading at 2 a.m. local time, and it is estimated that it will take 4 hours to complete the unloading until 6 a.m.; at the same time, the truck driver receives a task arrangement to arrive at the port area with an empty truck at 7 a.m. to prepare for cargo transfer.

[0087] S202: Calculate the expected interaction time difference between the ship and the truck, the formula is: Δt = |t1 - t2|, where Δt is the time difference, t1 is the expected unloading completion time of the ship, and t2 is the expected arrival time of the truck at the unloading area. In this stage, the formula Δt = |t1 - t2| is used to quantify the potential time interval between the two teams, where Δt represents the possible time misalignment length between the two teams. In the above example, after substituting the actual value, Δt is equal to 1 hour (7 - 6), indicating that there is a waiting period of about 1 hour before the truck is on duty. The establishment of this formula is intended to measure and minimize unnecessary waiting costs. Considering that the loading and unloading work after the ship docks may be affected by many uncontrollable factors, such as weather conditions and equipment failures, a reasonable maximum error range Tt is set within a certain range to evaluate the actual need for adjustment. In this example, it is assumed that the optimal Tt range should be within 0 to 0.5 hours (the specific range can be determined based on historical experience and operating characteristics). The reason for defining this formula and its related variables is that accurately measuring and controlling the time gap can improve the operating efficiency of the logistics system and reduce resource waste.

[0088] S203: Based on the time difference Δt, if Δt > Tt, the departure time of the truck is adjusted in advance by Δt - Tt, so that the truck arrives at the unloading area in advance to wait, where Tt is the set waiting time threshold. Then, corresponding countermeasures are made according to the obtained time difference to achieve the best coordination purpose. If the time difference Δt obtained in the above steps exceeds the preset limit value Tt, the vehicle transportation route should be replanned or the shipping instruction should be initiated earlier than the original planned period, so that the truck can reach the destination in advance to avoid the inconvenience caused by long-term stagnation; otherwise, the original itinerary is maintained unchanged to ensure that all operations at the terminal proceed smoothly without delay. Still using the previous case, it is found here that since the expected interaction time exceeds the preset maximum allowable deviation of 0.5 hours, the solution to this problem is to let the truck driver set off half an hour earlier than the original schedule, that is, arrive at the designated location at around 6:30 in the morning to make further docking arrangements. Such an arrangement not only ensures that the ships that have already docked and are ready for unloading operations will not continue to stay and waste valuable shoreline space and manpower, but also prevents unnecessary fuel consumption and other indirect costs caused by premature arrival.

[0089] S204: If Δt ≤ Tt, the original departure time of the truck is kept unchanged, and the ship is unloaded as planned, so that the operation time windows of the two are synchronized.

[0090] Next, refer to Figure 3 , further describing the steps of adjusting the truck departure time based on the time difference Δt of the present invention.

[0091] S301: Determine the longest time period T3 that the truck can arrive in advance. This time period is a limit range value that allows the vehicle to depart before the initial set plan. The length of T3 is affected by many factors, such as the port's operating capacity and traffic regulations. Generally speaking, its value will vary greatly under different specific conditions. For example, the minimum may be only 30 minutes, and in the best case where conditions permit, it can reach 24 hours or even more. This should be flexibly judged and set according to the actual environment.

[0092] S302: Based on the relationship between Δt - Tt and T3, if Δt - Tt > T3, the departure time of the truck is advanced to the maximum advance time T3. Here, Δt represents the estimated interaction time difference between the ship and the truck, which can be a positive value or 0; Tt is a safety limit set to avoid overly aggressive adjustments that affect the normal progress of subsequent work links. If the calculation result shows that Δt -Tt>T3 is established, it means that even if all potential opportunities for early departure are used, it is still not enough to fill the actual time difference caused by the estimated delay. At this time, the maximum advance amount, that is, T3, is set to modify the plan according to the maximum advance amount that can be achieved.

[0093] S303: If Δt - Tt ≤ T3, the truck departure time is advanced by Δt - Tt. Otherwise, if the result is less than or equal to, the truck departure time is advanced by Δt-Tt, that is, the corrective operation is completed as much as possible with a reasonable margin without causing excessive changes.

[0094] S304: Replan the waiting area for trucks in the unloading area according to the time when the trucks arrive in advance to ensure that the trucks wait in an orderly manner. Reconsider the countermeasures when the trucks appear in the terminal too early due to adjustments based on the results of the above calculations to ensure that the order of waiting for entry is not disrupted. In one embodiment, it is assumed that the system currently calculates that the estimated arrival time of the trucks will be about 3 hours later than the completion time of the unloading of the freighter (in this case, Δt = 3 h), and the safety margin Tt is set to 60 minutes in consideration of various risk controls and coordination costs. After comparison, if the calculated remaining buffer space exceeds the predefined permission by 1 hour (i.e., T3 = 1 hour), then the corresponding trucks will be started as early as possible; otherwise, only small-scale changes will be made to the departure scale under the premise of ensuring absolute safety and not disrupting other planned tasks. Finally, all transportation equipment that arrives in the unloading area in advance will be assigned special parking positions again and given auxiliary tools such as numbered guide signs to ensure that they can stop and wait in the correct order.

[0095] This approach helps improve the overall logistics efficiency and avoid overall detention caused by uncontrollable factors such as bad weather conditions or sudden mechanical equipment failures. At the same time, the scientific and rational use of mathematical modeling ideas to guide the design of practical operation processes can achieve the goal of optimal resource allocation and utilization.

[0096] Next, refer to Figure 4 , specifically describing the steps of adjusting the departure time based on the relationship between Δt - Tt and T3 of the present invention.

[0097] S401: Calculate the waiting cost C1 of the truck in the unloading area after the truck arrives ahead of time, using the formula: C1 = K1 × (Δt -Tt), where K1 is the waiting cost coefficient per unit time;

[0098] S402: Based on the relationship between C1 and the preset cost threshold Ct, if C1 > Ct, re-evaluate the truck lead time to find a balance point between cost and time;

[0099] S403: If C1 ≤ Ct, adjust the truck departure time according to the original plan;

[0100] S404: During the adjustment process, the fuel level and other status of the truck are monitored in real time to ensure that the truck can arrive on time.

[0101] First, calculate the waiting cost of the truck in the unloading area after arriving early. The calculation formula is: C1 = K1 × (Δt -Tt). Specifically, K1 represents the waiting cost coefficient per unit time, and its value depends on the additional costs incurred per hour in the port logistics system, such as site occupancy costs and personnel waiting costs.

[0102] For example, when Δt - Tt is large, it means that too much advance time will lead to additional idle resources, so K1 × (Δt - Tt) is used to reflect this cost increase, so that the potential economic losses caused by the additional advance can be intuitively quantified. Then, based on the above-obtained C1 and the set cost limit Ct, it is evaluated whether to maintain the status quo or continue to adjust and optimize.

[0103] Assume that in one embodiment, in a port logistics case, if the formula calculation result shows that C1 is greater than Ct, it will further consider whether it is necessary to re-evaluate the planned time before the truck goes on the road to achieve a balance between transportation cost and punctuality. On the contrary, if it is found that C1 is not greater than the estimated standard limit Ct, the time point for the truck to depart will be determined according to the existing arrangement.

[0104] At the same time, during the entire adjustment process, changes in key vehicle operating parameters will be tracked and monitored simultaneously, such as checking the fuel tank inventory, tire pressure and other items to ensure that there are no delays due to untimely replenishment during driving, so that all adjusted route arrangements can ensure that they arrive at the destination on time and safely, and minimize unnecessary expenses.

[0105] In this way, the departure time is precisely controlled and dynamically calibrated. This step can not only reduce unnecessary waste of funds, but also maximize the working capacity of port facilities and equipment, improve cargo turnover efficiency, and help build an efficient and orderly modern logistics management system.

[0106] Next, refer to Figure 5 , describing the steps of the present invention for time evaluation based on the relationship between C1 and Ct.

[0107] S501: Determine the minimum time unit Δt_m that the truck can adjust;

[0108] S502: Based on the difference between C1 and Ct, the adjustable time step n is calculated, and the formula is: n = (C1 - Ct) / (K1 ×Δt_m);

[0109] S503: If n is a positive integer, the departure time of the truck is advanced by n × Δt_m;

[0110] S504: If n is a negative number or zero, the original planned adjustment time is kept unchanged, and the cost exceeding the threshold is recorded for subsequent optimization strategy adjustment.

[0111] First, determine the minimum time unit Δt_m that the truck can be adjusted. This minimum unit is the most basic scheduling unit of the port's internal logistics system, which is used to quantify the time step of truck adjustment. In this method, Δt_m represents the length of the time segment that can effectively adjust the plan. For example, if a port area's system settings allow the most precise adjustment to be once every 3 minutes, then Δt_m is set to 3 minutes here. The range can range from 1 minute to half an hour or even longer depending on the specific configuration of the port. The optimal value usually depends on the balance between port efficiency and operational feasibility.

[0112] Based on the determined Δt_m, it is necessary to calculate the adjustable time step n. Here, the formula n = (C1 -Ct) / (K1 × Δt_m) is involved, where C1 refers to the waiting cost C1 of the truck in the unloading area after arriving in advance, Ct refers to a pre-set cost threshold; K1 is the waiting cost coefficient per unit time. Assume that K1 is fixed or fluctuates in a certain range, and take into account the dynamic characteristics in the actual environment (the range can be selected between 0 and 2) so that the formula result can not only truly reflect the actual situation but also have operational convenience and economy. Therefore, the significance of this formula is to estimate how much change can be made to restore the expected service level as much as possible based on the degree of deviation of the current situation from the expected level. In this calculation formula, if C1 exceeds the expected Ct, it means that there is a high possibility of exceeding the expected waiting situation. At this time, the number of times n that need to be changed can be obtained by subtracting the threshold and dividing it by the variable time cost each time and the corresponding adjustment parameters, that is, the total number of time periods that can be advanced.

[0113] For the calculated step length n, if the value of n is a non-negative integer, it means that the adjustment range obtained by the previous steps can be implemented and is meaningful (that is, there is enough margin for reallocation). In this case, the originally scheduled vehicle trip will be moved forward by n minimum units according to the obtained results, so as to reduce unnecessary idle time and improve operational efficiency; however, when n is less than or equal to 0, that is, no further improvement can be achieved or even if it is modified, there will be no obvious improvement or even additional cost waste, the existing operation process should be maintained without any change measures. At the same time, it is necessary to specially record the situation where the cost exceeds the set limit to accumulate experience for subsequent optimization strategy adjustments, so as to ensure that the next time the same problem is handled, it can be closer to the ideal state.

[0114] For example, in a specific port implementation, consider such a scenario: if a vehicle needs to wait 57 minutes before it can start unloading according to the original plan. However, the port authority stipulates that the reasonable waiting limit is 45 minutes. After analysis, it is found that the cost of waiting is 1.5 yuan / minute, and the shortest unit scheduling adjustment allowed in the system is 6 minutes. It can be concluded that n= [(57 - 45) / (1.5 × 6)] =2. Under this result, the original estimated departure time can be pushed forward by about 12 minutes (that is, two basic intervals in advance), which ultimately makes this transportation task more economical and minimizes the risk loss caused by delays, thereby promoting the overall smoothness of the terminal operation while also better serving the rapid turnover needs of imported and exported goods.

[0115] Next, refer to Figure 6 , describing another embodiment of the port logistics control method of the present invention, the method adjusts the berthing plan and berth allocation of subsequent ships based on berth operation progress feedback, specifically, including:

[0116] S601: Obtain the current berth operation completion progress and estimated remaining operation time;

[0117] S602: Calculate the time difference Δtp between the expected arrival time of the subsequent ship and the expected idle time of the current berth, using the formula: Δtp = |t4 - t5|;

[0118] S603: If Δtp > Tp, arrange the subsequent ship berthing plan in advance to shorten the berth waiting time, where Tp is the set berth waiting time threshold.

[0119] Specifically, in the process of obtaining the completion progress of the current berth operation and the estimated remaining operation time, the system will track each berth being used in real time, understand the amount of work completed at the berth and the estimated time required to vacate the berth, providing important decision-making basis for the next operation.

[0120] Calculate the time difference (Δtp) between the expected arrival time t4 of the subsequent ship and the expected idle time t5 of the current berth. Here, the absolute difference between the two time points is defined: t4 represents the expected arrival time of the subsequent ship that is about to arrive at the port; t5 represents the time when the currently operating berth is expected to be completed and available for the next round of use. Δtp = |t4 - t5| is used to measure the degree of time deviation between the two. The optimal situation is usually the minimum value or as close to zero as possible, ranging from 0 to several hours, depending on the actual operating environment. The setting of Tp is usually the optimal solution selected after comprehensive analysis of past data, with the aim of ensuring a high efficiency and service level within an acceptable cost.

[0121] When it is determined that Δtp > Tp, the subsequent ship berthing plan is arranged in advance. This is because if the time difference mentioned above is greater than a reasonable waiting limit specified in advance, it means that it is possible to further shorten the waiting time at the berth through optimized scheduling.

[0122] For example, in a specific embodiment, if it is known that a ship will dock at a large port at 15:00, but the No. 2 berth originally assigned to the ship will complete the active task at about 13:45 on the same day. At this time, the system will perform the above calculation to obtain Δtp of about 75 minutes. Assuming that the port believes that 60 minutes is a reasonable berth idle time based on experience, that is, Tp is set to 60 minutes, in this case, it can be flexibly arranged to allow the ship to approach the port appropriately in advance, so as to reduce unnecessary idle time. The direct consequence of this is to reduce operating costs and improve customer satisfaction.

[0123] The above measures can significantly improve the port's operating capacity and cargo handling rate, while effectively alleviating problems such as traffic congestion.

[0124] Next, refer to Figure 7 , describing the steps of adjusting the berthing plan and berth allocation of subsequent ships based on berth operation progress feedback of the present invention.

[0125] S701: Determine the maximum time T6 that the subsequent ship can arrive in advance;

[0126] S702: Based on the relationship between Δtp and Tp, if Δtp > Tp and T6 > 0, the berthing time of the subsequent ship is advanced to the earliest schedulable time;

[0127] S703: If Δtp < Tp, the original berthing plan is maintained unchanged;

[0128] S704: Re-plan the ship's port entry channel and pilotage resource allocation based on the ship's early berthing situation.

[0129] First, determine the maximum time T6 that the subsequent ship can arrive in advance. This maximum time is estimated by analyzing the current status of the subsequent ship and its sailing speed to ensure that the arrival time can be shortened to the maximum extent under safe conditions. This parameter depends on weather conditions, traffic regulations and the performance of the ship itself. Its optimal value is the minimum possible value without affecting other operational arrangements and ensuring safety. For example, under good sailing conditions and without traffic congestion, a high-speed cargo ship may have a relatively shorter T6.

[0130] Secondly, make a decision based on the relationship between Δtp and Tp. Δtp refers to the difference between the actual operation time and the planned time when the berth is empty. This difference is determined by the difference between the expected arrival time t4 of the subsequent ship and the expected idle time t5 of the current berth. Tp represents a given limit, which is used to evaluate whether there is sufficient margin to change the next round of work arrangements. The range is usually set by the specific port based on historical experience and management standards. Its reasonable value should be able to ensure the full utilization of port facilities without impacting the existing schedule. If Δtp is greater than Tp and it is confirmed that there is a positive characteristic T6 (which means that the time required for the ship to enter later is lower than the previous assumption), then the berthing time of the ship that will arrive and dock at this berth should be updated and adjusted to the moment when work can start as soon as possible; if Δtp is less than Tp, or the existing conditions are not sufficient to support the change, the previous scheduling will be used unchanged.

[0131] After the ship berthing is rearranged in advance according to the above steps, the entire ship entry channel planning and the necessary pilotage service resource allocation must be reviewed according to the new changes. Specifically, once it is confirmed that a container transport ship can complete all port entry procedures one hour earlier than the original 11:30 noon to 10:30 am and join the operation sequence, the relevant parties will immediately check the traffic conditions in the corresponding channel section and simultaneously notify the pilots at the nearest standby point to gather and cooperate with the towing until the handover is successful.

[0132] Next, refer to Figure 8 , describing the steps of adjusting the berthing time based on the relationship between Δtp and Tp of the present invention.

[0133] S801: Calculate the waiting cost C2 of the ship at the berth after berthing in advance, the formula is: C2 = k2 × (Tp - Δtp), where k2 is the berth waiting cost coefficient per unit time;

[0134] S802: Based on the relationship between C2 and the preset berth cost threshold C3, if C2 > C3, re-evaluate the ship's lead time to find a balance point between cost and time;

[0135] S803: If C2 ≤ C3, adjust the ship's berthing time according to the original plan;

[0136] S804: During the adjustment process, monitor the fuel reserve status of the ship in real time to ensure that the ship can berth smoothly.

[0137] First, the waiting cost of the ship at the berth after berthing in advance is calculated. This process involves the formula C2 = k2 × (Tp - Δtp), where k2 is the berth waiting cost coefficient per unit time, and its value depends on the specific berth type and port fee standard; Tp refers to the ideal berth waiting time, that is, the set berth waiting time threshold; Δtp is the time difference Δtp between the expected arrival time t4 of the subsequent ship and the expected idle time t5 of the current berth.

[0138] On this basis, the waiting cost is compared with the pre-set cost threshold C3. This threshold is set based on past experience and economic benefits, within a reasonable range, and the optimal value is updated regularly according to the operating conditions. When C2 exceeds the cost threshold, it means that too much advance time brings too high cost overhead, so it is necessary to re-evaluate the expected lead time to find the balance point with the lowest cost and the most reasonable impact; otherwise, the scheduling can be arranged according to the predetermined plan.

[0139] For example, for a fully loaded container ship, assuming that k2 is evaluated as $100 / hour, it is expected to arrive at the port in 24 hours, and the current berth is expected to start a new operation task in 8 hours, the initial estimated cost is approximately: (24-8) ×100 = $1600. If C3 is set to $1200, it is obvious that the waiting fee exceeds the acceptable limit, so the route or speed must be adjusted to advance the arrival date so that the new Δtp is as close as possible to the position where the total cost is lower than the given maximum allowable value.

[0140] In the process of executing all the above decisions, we continuously monitor factors such as the remaining fuel, weather conditions and other factors that may cause actual operation changes, so as to ensure the safe and smooth completion of the ship berthing action. This can not only effectively reduce operational risks, but also ensure the efficient operation of the entire logistics supply chain.

[0141] Next, refer to Fig. 9 , describing the steps of performing time evaluation based on the relationship between C2 and C3 of the present invention.

[0142] S901: Determine the minimum time unit Δtm that the ship can adjust;

[0143] S902: Based on the difference between C2 and C3, the adjustable time step m is calculated, and the formula is: m = (C2 - C3) / (k2 ×Δtm);

[0144] If m is a positive integer, the ship's berthing time will be advanced by m × Δtm;

[0145] If m is a negative number or zero, the original planned adjustment time remains unchanged, and the cost exceeding the threshold is recorded for subsequent optimization strategy adjustments.

[0146] First, determine the minimum time unit Δtm that the ship can adjust. This minimum time unit is determined based on the port's operating procedures, equipment response time, and scheduling accuracy. Generally speaking, it ranges from a few minutes to an hour. The optimal choice depends on the specific port's operational efficiency requirements, but it must ensure that it does not affect the overall scheduling plan.

[0147] Next, the adjustable time step m is calculated using the formula m = (C2 - C3) / (k2 × Δtm). Here, C2 represents the estimated waiting time cost of the ship at the port; C3 refers to the maximum reasonable waiting time cost allowed; k2 represents the coefficient used to adjust the sensitivity of the calculation, which is usually set between 0.1 and 5.0 to ensure that the value of m is reasonable and not too radical or conservative; Δtm is the time adjustment granularity determined in the previous article. The purpose of this formula is to quantify the deviation of the current waiting time of the ship from the ideal state, so as to calculate the effective adjustments that can be made to the berthing time. Through this process, a time point that can both meet efficiency optimization and adapt to actual changes can be accurately found.

[0148] Then, if the calculated m is a positive integer, the berthing time is adjusted forward by exactly m × Δtm. This adjustment can fully utilize terminal resources and reduce unnecessary waiting costs while ensuring safety and operational continuity. On the contrary, if m is a negative number or zero, it means that the ship is already in the optimal or exceeded-expectation state and no additional changes are required. In this case, the original plan is maintained. In addition, this situation is recorded to provide data analysis support for subsequent optimization strategies, and these data are used to improve future prediction models and improve long-term operating efficiency.

[0149] For example, in a specific implementation case, assuming that a large container terminal uses half an hour as the basic adjustment unit (Δtm=0.5 hours), when it is known that a cargo ship is about to enter the port and the estimated waiting time is 6.5 hours, the threshold for this type of ship is set to no more than 5 hours, and k2 is set to the default intermediate value of 1, the result obtained by substituting it into the formula is about 3. Therefore, the system determines that the cargo ship needs to be scheduled forward by 90 minutes (that is, m × Δtm, that is, 3 × 0.5).

[0150] In addition, if Fig.10 As shown, the present application also provides a port logistics management and control system 1000, including:

[0151] Prediction module 1001, using historical data and real-time information to predict the arrival time of the vessel and the required unloading time;

[0152] Planning module 1002, arranging the optimal unloading berth according to the predicted ship arrival time and planning the truck docking sequence;

[0153] A control module 1003, which synchronously controls the operation time windows of the ship and the truck based on the estimated interaction time of the ship and the truck;

[0154] The control module 1004 optimizes the vehicle dispatching path and sequence within the port area according to the synchronous control result to improve the overall efficiency.

[0155] The functions of each module of the port logistics management and control system 1000 have been described above with reference to the accompanying drawings and will not be repeated here.

[0156] The specific implementation methods described above further illustrate the purpose, technical solutions and beneficial effects of the embodiments of the present disclosure. It should be understood that the above description is only the specific implementation method of the embodiments of the present disclosure and is not intended to limit the protection scope of the embodiments of the present disclosure. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present disclosure should be included in the protection scope of the embodiments of the present disclosure.

Claims

1. A port logistics management and control method, characterized in that: include: Use historical data and real-time information to predict vessel arrival times and required unloading times; Arrange optimal unloading berths and plan truck docking sequences based on predicted vessel arrival times; Synchronize and adjust the operation time windows of the ship and truck based on the expected interaction time of the two; Based on the results of synchronous control, the vehicle dispatching routes and sequences within the port area are optimized to improve overall efficiency.

2. The port logistics management and control method according to claim 1, characterized in that: The synchronously regulating the operation time windows of the ship and the truck based on the estimated interaction time of the ship and the truck comprises: Get the estimated time for vessel unloading completion and truck arrival at the unloading area; Calculate the estimated interaction time difference between the ship and the truck using the formula: Δt = |t1 - t2|, where Δt is the time difference, t1 is the estimated time for the ship to complete unloading, and t2 is the estimated time for the truck to arrive at the unloading area; Based on the time difference Δt, if Δt > Tt, the departure time of the truck is adjusted in advance by Δt - Tt, so that the truck arrives at the unloading area in advance and waits, where Tt is the set waiting time threshold; If Δt ≤ Tt, the original departure time of the truck remains unchanged and the ship unloads as planned, so that the operating time windows of the two are synchronized.

3. The port logistics management and control method according to claim 2, characterized in that: Based on the time difference Δt, if Δt> Tt, the truck departure time is adjusted in advance by Δt - Tt, so that the truck arrives at the unloading area in advance to wait, further comprising: Determine the maximum time period T3 that the truck can advance; Based on the relationship between Δt - Tt and T3, if Δt - Tt > T3, the truck departure time is advanced to the maximum advance time T3; If Δt - Tt ≤ T3, advance the truck departure time by Δt - Tt; Re-plan the waiting area for trucks in the unloading area based on the trucks' advance arrival time to ensure that the trucks wait in an orderly manner.

4. The port logistics management and control method according to claim 3, characterized in that: Based on the relationship between Δt - Tt and T3, if Δt - Tt > T3, the truck departure time is advanced to the maximum advance time T3, including: Calculate the waiting cost C1 of the truck in the unloading area after arriving early, the formula is: C1 = K1 × (Δt - Tt), where K1 is the waiting cost coefficient per unit time; Based on the relationship between C1 and the preset cost threshold Ct, if C1 > Ct, re-evaluate the truck lead time to find the balance point between cost and time; If C1 ≤ Ct, the truck departure time is adjusted according to the original plan; During the adjustment process, the truck's fuel level and other status are monitored in real time to ensure that the truck can arrive on time.

5. The port logistics management and control method according to claim 4, characterized in that: Based on the relationship between C1 and the preset cost threshold Ct, if C1 > Ct, the truck lead time is re-evaluated, including: Determine the minimum time unit Δt_m that the truck can adjust; Based on the difference between C1 and Ct, the adjustable time step n is calculated using the formula: n = (C1 - Ct) / (K1×Δt_m); If n is a positive integer, the truck departure time is advanced by n × Δt_m; If n is a negative number or zero, the original planned adjustment time remains unchanged, and the cost exceeding the threshold is recorded for subsequent optimization strategy adjustments.

6. The port logistics management and control method according to claim 1, characterized in that: It also includes adjusting the berthing plan and berth allocation of subsequent ships based on the progress feedback of berth operations, including: Obtain the current berth operation completion progress and estimated remaining operation time; Calculate the time difference Δtp between the expected arrival time t4 of the subsequent ship and the expected idle time t5 of the current berth, using the formula: Δtp = |t4 - t5|; If Δtp > Tp, the subsequent ship berthing plan is arranged in advance to shorten the ship waiting time, where Tp is the set berth waiting time threshold.

7. The port logistics management and control method according to claim 6, characterized in that: The adjusting of the berthing plan and berth allocation of subsequent ships based on the berth operation progress feedback also includes: Determine the maximum time T6 that the subsequent ship can arrive in advance; Based on the relationship between Δtp and Tp, if Δtp > Tp and T6 > 0, the berthing time of subsequent ships will be advanced to the earliest schedulable time; If Δtp < Tp, the original berthing plan remains unchanged; According to the early berthing of ships, the ship's port entry channel and pilotage resource allocation will be re-planned.

8. The port logistics management and control method according to claim 7, characterized in that: Based on the relationship between Δtp and Tp, if Δtp > Tp and T6 > 0, the berthing time of subsequent ships is advanced to the earliest schedulable time, and also includes: The formula for calculating the waiting cost C2 of a ship at a berth after berthing in advance is: C2 = k2 × (Tp - Δtp), where k2 is the waiting cost coefficient per unit time; Based on the relationship between C2 and the preset ship cost threshold C3, if C2 > C3, the ship lead time is re-evaluated to find the balance point between cost and time; If C2 ≤ C3, the ship's berthing time will be adjusted according to the original plan; During the adjustment process, the status of the ship's fuel reserves and other factors are monitored in real time to ensure that the ship can berth smoothly.

9. The port logistics management and control method according to claim 8, characterized in that: Based on the relationship between C2 and the preset ship cost threshold C3, if C2 > C3, the ship lead time is re-evaluated to find the balance point between cost and time, and further includes: Determine the minimum time unit Δtm that the ship can adjust; Based on the difference between C2 and C3, the adjustable time step m is calculated. The formula is: m = (C2 - C3) / (k2 × Δtm); If m is a positive integer, the ship's berthing time will be postponed by m × Δtm; If m is a negative number or zero, the original planned adjustment time remains unchanged, and the cost exceeding the threshold is recorded for subsequent optimization strategy adjustments.

10. A port logistics management and control system, characterized in that: include: A forecasting module that uses historical data and real-time information to predict vessel arrival times and required unloading times; A planning module that schedules the optimal unloading berth based on the predicted ship arrival times and plans the truck docking sequence; The control module synchronously controls the operation time windows of the ship and the truck based on the expected interaction time of the two. The control module optimizes the vehicle dispatching routes and sequences within the port area based on the synchronous control results to improve the overall efficiency.

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