Control methods and media applicable to the loading and unloading of oil tank containers in automated container terminals

Abstract

This invention proposes a control method for loading and unloading tank containers at automated container terminals, comprising: generating and transmitting tank container operation tasks; generating and transmitting tank container transport tasks based on the tank container operation tasks, and scheduling several IGVs corresponding to the tank container transport tasks; controlling the quay crane spreader to lift the transport container located on the ship to the visual recognition range of the quay crane OCR; matching the visual recognition result of the quay crane OCR with information conditions, and determining whether the transport container lifted by the quay crane spreader is a tank container; if so, proceeding to the next step; otherwise, executing the quay crane's unloading task for containerized containers; the quay crane spreader lifting the tank container to be lifted to the rear of the quay crane, and then performing a disassembly and locking operation on the tank container; the quay crane spreader placing the tank container with the disassembly and locking operation performed on a designated IGV under the quay crane, which has a tank container support frame. This invention also proposes a system and medium for applying the above method. This invention improves terminal operation efficiency and reduces the risks associated with loading and unloading transported tank containers.

Description

Technical Field

[0001] This invention relates to the field of automatic loading and unloading control technology for oil tank containers in automated container terminals, and specifically to control methods and media applicable to the loading and unloading of oil tank containers in automated container terminals. Background Technology

[0002] While automated terminals have achieved efficient loading, unloading, handling and storage of containers, reduced labor costs, improved operational efficiency and port competitiveness, and become a highly regarded solution in the modern logistics field, in currently operating automated terminals, the handling of unloading or loading of oil tank containers often still relies on traditional operating methods. From front-end loading and unloading to horizontal transportation and then to yard loading and unloading, each link is operated manually.

[0003] When a port control center initiates a tank container operation request, designating a manual truck to replace the tank container support frame, and after the replacement is completed, the truck driver is manually or via terminal notified to proceed to the quay crane or yard machinery for the operation. Upon receiving the operation instruction for the tank container, the quay crane driver determines whether the container to be lifted should be placed in a regular truck or a truck equipped with a tank container support frame. All these steps involve manual communication or operation, which presents the following technical drawbacks: First, control center personnel find it difficult to determine the overall tank container operation needs, and can only instruct manual trucks to replace tank container support frames based on the needs of a single quay crane or vessel, posing a risk of wasting port resources due to the constant switching of control methods. Second, truck drivers may shirk or delay execution, as they are paid on a piece-rate basis; the constant switching of control methods inevitably leads to operational delays. The issues include: 1) Reduced volume; 2) During loading, unloading, or transporting tank containers (TK containers), there is a risk of tipping over due to the lack of support points on the sides of the tank containers when they are placed on trucks with ordinary brackets; 3) When automated terminals handle tank containers, there is a conflict between manual trucks and automated systems in the work area. If automated operations are not stopped, there is a risk of collision; if automated operations are stopped, the continuity of automated operations is affected; 4) If manual trucks are used to transport goods in the automated work area, this not only disrupts the continuity of automated operations but also brings a series of adverse effects: on the one hand, the entry of manual trucks into the automated area may threaten the operation and safety of unmanned vehicles; on the other hand, automated container terminals require additional traditional trucks and drivers, increasing operating costs.

[0004] Among the existing patents concerning port oil tank containers and their operation and transportation, Chinese patent document CN221395199U discloses a leak-proof aluminum alloy oil tank container, which mainly focuses on the structure, materials, and safety of the oil tank container; Chinese patent document CN115860162A discloses an intelligent scheduling method, device, and readable medium for operation trailers, which mainly focuses on real-time matching of operation tasks with trailers, but neither of them discloses how to solve the scheduling method for oil tank container loading and unloading operations and horizontal transportation in automated terminals.

[0005] Based on the existing technologies mentioned above, it is difficult to meet the high-efficiency scheduling requirements of oil tank container loading and unloading operations and horizontal transportation in automated terminals. Therefore, existing automated terminals, especially automated container terminals, urgently need a control method for loading and unloading oil tank containers in an efficient, safe and reliable manner. Summary of the Invention

[0006] In view of this, it is necessary to propose a control method and medium suitable for automated container terminal oil tank container loading and unloading to address the above-mentioned problems, thereby overcoming some shortcomings of the background technology and solving the following technical issues:

[0007] How to improve the operational efficiency of automated container terminals and reduce the risks of loading, unloading and transporting tank containers by coordinating IGV scheduling, tank container loading and unloading, and IGV disassembly and locking processes.

[0008] To achieve the above objectives, the present invention adopts the following technical solution:

[0009] This invention proposes a control method for loading and unloading oil tank containers in an automated container terminal. The method is applied to an automated container terminal that includes quay cranes, quay crane OCR systems, and multiple IGVs. A locking pin removal and installation area is located behind the quay cranes. The control method includes the following steps:

[0010] Step S1: Generate and communicate a tanker operation task;

[0011] Step S2: Generate and transmit a tank container transport task based on the tank container operation task, and dispatch the designated IGV corresponding to the tank container transport task to load the tank container support frame and proceed to the quay crane.

[0012] Step S3: Control the quay crane spreader to lift the designated transport container located on the ship into the visual recognition range of the quay crane OCR;

[0013] Step S4: Match the visual recognition result of the quay crane OCR with an information condition, and determine whether the transport container lifted by the quay crane spreader is an oil tanker. If it is, proceed to the next step; otherwise, perform the unloading task of the quay crane for the container type container.

[0014] Step S5: The quay crane spreader lifts the oil tank to be lifted to the rear of the quay crane, and then performs the disassembly and assembly of the locking pins on the oil tank.

[0015] Step S6: The quay crane spreader places the tank container, which has undergone the removal and installation of locking pins, onto the designated IGV under the quay crane, where the tank container support frame is located.

[0016] Further, step S2 includes the following sub-steps:

[0017] Step S21: Obtain the operating parameters of the oil tank container; the operating parameters of the oil tank container are used to configure the requirements of the oil tank container to be unloaded from the ship.

[0018] Step S22: Obtain the required number of IGVs for transporting oil tank containers, the IGV operation sequence for transporting oil tank containers, and generate an IGV conversion task;

[0019] Step S23: The designated IGV used to transport the oil tank container performs an IGV conversion task, thereby installing an oil tank container support frame on the designated IGV used to transport the oil tank container.

[0020] In step S24, the designated IGV equipped with the tank container support frame moves to the designated position of the quay crane to prepare for loading the tank container, according to the IGV operation sequence for transporting tank containers.

[0021] Furthermore, in step S23, the designated IGV used to transport the tank container and the lifting equipment used to lift the tank container support frame jointly perform the IGV conversion task.

[0022] Furthermore, the lifting equipment is a rail-mounted crane located in the yard; in step S2 or step S3, during the process of the designated IGV used to transport the tank container performing the IGV conversion task, the designated IGV travels to the designated rail-mounted crane in the yard, and the designated rail-mounted crane places the tank container support frame on the IGV.

[0023] Furthermore, once the designated IGV used to transport the tank container is hoisted onto the tank container support frame by the designated yard track, the IGV is defined as a TK-IGV; the TK-IGV dispatches the tank containers that need to be operated within the decision cycle according to the task of acquiring the tank container and the order of each task of the quay crane loading and unloading operation when matching tasks.

[0024] Furthermore, between step S2 and step S3, the following steps are also included:

[0025] In step S203, if the quay crane is performing a liner unloading task, it determines whether the designated transport container on the ship at that position on the ship's loading chart is an oil tanker container based on the position of the container grabbing position of the quay crane spreader. If it is, then proceed to step S3; otherwise, the quay crane performs the unloading task for the container type container. In step S203, if the quay crane is performing a barge unloading task, it determines whether the designated transport container on the ship is an oil tanker container based on the order of the working containers in the unloading queue. The quay crane in step S203 is the quay crane that received the oil tanker container operation task.

[0026] Furthermore, between step S4 and step S5, the following steps are also included:

[0027] Step S45: Match the visual recognition result of the quay crane OCR with another information condition, and determine whether the container matching information of the transport container lifted by the quay crane meets the requirements. If the determination is yes, proceed to step S5; otherwise, proceed to manual confirmation. If the manual confirmation that the container matching information meets the requirements, proceed to step S5; if the manual confirmation that the container matching information does not meet the requirements, proceed to an opening and closing verification process and replace the designated IGV.

[0028] Furthermore, the container matching information includes the container number, ISO information, and hazard label information of the oil tank container.

[0029] The present invention further proposes a control system for loading and unloading oil tank containers at automated container terminals, including a Terminal Operating System (TOS), a Quay Crane Management System, an Inlet Gauge Vehicle (IGV) Scheduling System, and an OCR Vision Recognition System. The control method for loading and unloading oil tank containers at automated container terminals described above is executed through the Terminal Operating System (TOS), Quay Crane Management System, IGV Scheduling System, and OCR Vision Recognition System.

[0030] The present invention further proposes a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the control method for loading and unloading oil tank containers at an automated container terminal as described in any of the preceding claims.

[0031] The beneficial effects of this invention are as follows:

[0032] This invention improves the operational efficiency of automated container terminals by coordinating IGV scheduling, tank container loading and unloading, and IGV disassembly and locking processes, and also reduces the risks associated with loading, unloading, and transporting tank containers. This invention overcomes the current shortcomings of automated container terminals where a few control links cannot be automated to replace manual operations, thus achieving safe transportation of tank containers at automated container terminals and greatly improving the resource utilization rate of port operations. Attached Figure Description

[0033] The accompanying drawings are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification. The drawings illustrate exemplary embodiments of the invention and, together with the description, serve to explain the principles of the invention. These drawings are for illustrative purposes only and are not intended to limit the scope of the invention.

[0034] Figure 1 This is a flowchart illustrating the control method for loading and unloading oil tank containers at an automated container terminal, as described in this invention.

[0035] Figure 2 This is a side view of the IGV that loads an oil tank via an oil tank support frame, as per the present invention.

[0036] Figure 3 This is a three-dimensional structural diagram of an oil tank supported by an oil tank support frame, as per the present invention. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be further described clearly and completely below in conjunction with the embodiments of this invention. It should be noted that the described embodiments are merely some embodiments of this invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0038] The terms “first,” “second,” “third,” and “fourth” are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, the use of “first,” “second,” “third,” and “fourth” to designate a feature may explicitly or implicitly include one or more of that feature.

[0039] The following is a detailed description of embodiments of the invention depicted in the accompanying drawings. The embodiments are detailed in order to clearly convey the invention. However, the amount of detail provided is not intended to limit the contemplative variations of the embodiments; rather, it is intended to cover all modifications, equivalents, and substitutions falling within the spirit and scope of the invention as defined by the appended claims.

[0040] In the following description, numerous specific details are set forth in order to provide a thorough understanding of embodiments of the invention. It will be apparent to those skilled in the art that embodiments of the invention may be practiced without some of these specific details.

[0041] Embodiments of the present invention include various steps, which will be described below. These steps may be performed by hardware components or may be contained in machine-executable instructions that can be used by a general-purpose or special-purpose processor programmed with those instructions to perform these steps. Alternatively, the steps may be performed by a combination of hardware, software, and firmware and / or by a human operator.

[0042] The various methods described herein can be practiced by combining one or more machine-readable storage media containing code according to the invention with suitable standard computer hardware to execute the code contained therein. Apparatus for implementing the various embodiments of the invention may include one or more computers (or one or more processors within a single computer) and a storage system containing or having network access to computer programs encoded according to the various methods described herein, and the method steps of the invention may be performed by modules, routines, subroutines, or sub-parts of a computer program product.

[0043] If the specification states that a component or feature "may", "can", "may" include or have the feature, then it is not necessary to include that particular component or feature or have that feature.

[0044] As used in this specification and the following claims, the words “a,” “an,” and “the” have the meaning of plural reference unless the context clearly indicates otherwise. Furthermore, as used in the description herein, unless the context clearly indicates otherwise, “in” has the meaning of both “in…” and “on…”.

[0045] Exemplary embodiments will now be described more fully below with reference to the accompanying drawings, which illustrate exemplary embodiments. These exemplary embodiments are provided for illustrative purposes only and to make the invention thorough and complete, and to fully convey the scope of the invention to those skilled in the art. However, the disclosed invention can be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Various modifications will be apparent to those skilled in the art. The general principles defined herein can be applied to other embodiments and applications without departing from the spirit and scope of the invention. Furthermore, all statements regarding embodiments of the invention and specific examples thereof described herein are intended to cover their structural and functional equivalents. Additionally, these equivalents are intended to include currently known equivalents as well as those developed in the future (i.e., any element developed that performs the same function, regardless of its structure). Moreover, the terminology and wording used are for the purpose of describing exemplary embodiments and should not be considered limiting. Therefore, the invention is to be endowed with the broadest scope, including various substitutions, modifications, and equivalents consistent with the disclosed principles and features. For clarity, details of technical materials known in the art related to this invention have not been described in detail so as not to unnecessarily obscure the invention.

[0046] Therefore, for example, those skilled in the art will understand that schematic diagrams, schematics, illustrations, etc., represent conceptual views or processes embodying the systems and methods of the present invention. The functionality of the various elements shown in the figures can be provided using dedicated hardware and hardware capable of executing the relevant software. Similarly, any switches shown in the figures are merely conceptual. Their functionality can be performed through the operation of program logic, through dedicated logic, through interaction between program control and dedicated logic, or even manually; specific techniques may be chosen by the entity implementing the invention. Those skilled in the art should further understand that the exemplary hardware, software, processes, methods, and / or operating systems described herein are for illustrative purposes and are therefore not intended to be limited to any particular named element.

[0047] Embodiments of the present invention may provide a computer program product that may include a machine-readable storage medium on which instructions are tangibly implemented, which may be used to program a computer (or other electronic device) to perform processing. The terms "machine-readable storage medium" or "computer-readable storage medium" include, but are not limited to, fixed (hardware) drives, magnetic tape, floppy disks, optical discs, optical disc read-only memory (CD-ROM) and magneto-optical discs, semiconductor memories such as ROMs, PROMs, random access memories (RAM), programmable read-only memories (PROMs), erasable PROMs (EPROMs), electrically erasable PROMs (EEPROMs), flash memory, magnetic or optical cards, or other types of media / machine-readable media suitable for storing electronic instructions (e.g., computer programming code, such as software or firmware). Machine-readable media may include non-transitory media in which data can be stored and does not include carrier waves and / or transient electronic signals propagated via wireless or wired connections. Examples of non-transitory media may include, but are not limited to, magnetic disks or magnetic tapes, optical storage media such as compact discs (CDs) or digital universal discs (DVDs), flash memory, memory, or memory devices. Computer program products may include code and / or machine-executable instructions, which may represent any combination of procedures, functions, subroutines, programs, routines, subroutines, modules, software packages, classes, or instructions, data structures, or program statements. Code segments may be coupled to other code segments or hardware circuitry by passing and / or receiving information, data, variables, parameters, or memory contents. Information, variables, parameters, data, etc., may be passed, forwarded, or transmitted by any suitable means, including memory sharing, message passing, token passing, network transmission, etc.

[0048] Furthermore, embodiments can be implemented using hardware, software, firmware, middleware, microcode, hardware description languages, or any combination thereof. When implemented in software, firmware, middleware, or microcode, program code or code segments (e.g., a computer program product) that perform the necessary tasks can be stored on a machine-readable medium. The processor can then perform the necessary tasks.

[0049] The systems depicted in the figures can be provided in various configurations. In some embodiments, the system can be configured as a distributed system, wherein one or more components of the system are distributed across one or more networks of a cloud computing system.

[0050] Each of the appended claims defines a separate invention, which, for infringement purposes, is considered to include the various elements or limited equivalents specified in the claims. Depending on the context, all references to "invention" below may refer only to certain specific embodiments in some cases. In other cases, it should be recognized that references to "invention" will refer to one or more, but not necessarily all, the subject matter described in the claims.

[0051] Unless otherwise stated herein or the context clearly contradicts it, all methods described herein may be performed in any suitable order. The use of any and all examples or exemplary language (e.g., “such as”) provided with respect to certain embodiments herein is intended only to better illustrate the invention and not to limit the scope of the claimed invention. No language in the specification should be construed as indicating any unclaimed element essential to the implementation of the invention.

[0052] The various terms used herein are as follows. Where no term is defined below as used in the claims, the broadest definition should be given, and those skilled in the art have provided the term as reflected in printed publications and granted patents at the time of filing.

[0053] Example 1

[0054] like Figures 1-3 As shown:

[0055] This invention proposes a control method for loading and unloading oil tank containers in an automated container terminal. The method is applied to an automated container terminal that includes quay cranes, quay crane OCR systems, and multiple IGVs. A locking pin removal and installation area is located behind the quay cranes. The control method includes the following steps:

[0056] Step S1: Generate and communicate an oil tanker operation task;

[0057] Step S2: Generate and transmit a tank container transport task based on the tank container operation task, and dispatch several designated IGVs corresponding to the tank container transport task to load the tank container support frame and proceed to the quay crane.

[0058] Step S3: Control the quay crane spreader to lift the designated transport container located on the ship into the visual recognition range of the quay crane OCR;

[0059] Step S4: Match the visual recognition result of the quay crane OCR with an information condition, and determine whether the transport container lifted by the quay crane spreader is an oil tanker. If it is, proceed to the next step; otherwise, perform the unloading task of the quay crane for the container type container.

[0060] Step S5: The quay crane spreader lifts the oil tank to be lifted to the rear of the quay crane, and then performs the disassembly and assembly of the locking pins on the oil tank.

[0061] Step S6: The quay crane spreader places the tank container, which has undergone the removal and installation of locking pins, onto the designated IGV under the quay crane, where the tank container support frame is located.

[0062] Specifically, oil tank containers and cargo containers both belong to the aforementioned transport containers. Among them, cargo containers are rectangular containers, which can be 20-foot containers or 40-foot containers, etc.

[0063] This embodiment also sets the loading and unloading requirements for tank container operations based on operational needs and from a global perspective, and automatically matches the required number of IGVs to be placed on the tank container support frame, reducing the risk of resource allocation being affected by under- or over-assignment.

[0064] Example 2

[0065] Example 2 is a further optimized design of Example 1;

[0066] like Figures 1-3 As shown:

[0067] Step S2 includes the following sub-steps:

[0068] Step S21: Obtain the operating parameters of the oil tank container; the operating parameters of the oil tank container are used to configure the requirements of the oil tank container to be unloaded from the ship.

[0069] Step S22: Obtain the required number of IGVs for transporting oil tank containers, the IGV operation sequence for transporting oil tank containers, and generate an IGV conversion task;

[0070] Step S23: The designated IGV used to transport the oil tank container performs an IGV conversion task, thereby installing an oil tank container support frame on the designated IGV used to transport the oil tank container.

[0071] In step S24, the designated IGV equipped with the tank container support frame moves to the designated position of the quay crane to prepare for loading the tank container, according to the IGV operation sequence for transporting tank containers.

[0072] In a further optimized manner, in step S23, the designated IGV used to transport the tank container and the lifting equipment used to lift the tank container support frame jointly perform the IGV conversion task.

[0073] Further optimized, the lifting equipment is a yard rail-mounted gantry crane; in step S2 or step S3, during the process of the designated IGV for transporting the tank container performing the IGV conversion task, the designated yard rail-mounted gantry crane travels to the designated yard rail-mounted gantry crane, and the designated yard rail-mounted gantry crane places the tank container support frame on the IGV.

[0074] In a further optimized manner, once the designated IGV used to transport the tank container is hoisted onto the tank container support frame by the designated yard rail, the IGV is defined as a TK-IGV; the TK-IGV dispatches the tank containers that need to be operated within the decision cycle according to the order of each task of the quay crane loading and unloading operation when matching tasks based on the operation task of acquiring the tank container.

[0075] Example 3

[0076] Example 3 is a further optimized design of Example 1 or Example 2;

[0077] like Figures 1-3 As shown:

[0078] Between step S2 and step S3, the following is also included:

[0079] In step S203, if the quay crane is performing a liner unloading task, it determines whether the designated transport container on the ship at that position on the ship's loading chart is an oil tanker container based on the position of the container grabbing position of the quay crane spreader. If it is, then proceed to step S3; otherwise, the quay crane performs the unloading task for the container type container. In step S203, if the quay crane is performing a barge unloading task, it determines whether the designated transport container on the ship is an oil tanker container based on the order of the working containers in the unloading queue. The quay crane in step S203 is the quay crane that received the oil tanker container operation task.

[0080] Example 4

[0081] Example 4 is a further optimized design of Example 1, Example 2, or Example 3;

[0082] like Figures 1-3 As shown:

[0083] Between step S4 and step S5, the following is also included:

[0084] Step S45: Match the visual recognition result of the quay crane OCR with another information condition, and determine whether the container matching information of the transport container lifted by the quay crane meets the requirements. If the determination is yes, proceed to step S5; otherwise, proceed to manual confirmation. If the manual confirmation that the container matching information meets the requirements, proceed to step S5; if the manual confirmation that the container matching information does not meet the requirements, proceed to an opening and closing verification process and replace the designated IGV.

[0085] In a further optimized manner, the tank matching information includes the tank number, ISO information, and hazard label information of the oil tank container.

[0086] Example 5

[0087] Example 5 is a further optimization of Example 1;

[0088] The specific implementation process of the control method in Example 1 is as follows:

[0089] Step S1 specifically involves sending the TK box operation task;

[0090] Step S2 specifically involves: after obtaining the job task, executing the TK-IGV scheduling process;

[0091] Step S3 specifically involves: the quay crane receiving the TK container operation task, and the spreader grabbing the container and entering the OCR recognition range;

[0092] Step S4 specifically involves: matching information with the system to determine if it is a TK box.

[0093] Step S5 specifically involves: performing the disassembly and assembly of the locking pins at the rear of the quay crane;

[0094] Step S6 specifically involves the quay crane placing the TK container on the TK-IGV.

[0095] Furthermore, the TK-IGV scheduling process described in step S2 includes the following four steps: Step ①, the scheduler obtains the TK container operation parameters of the vessel; Step ②, the scheduler calculates the TK-IGV quantity requirements and operation sequence, and generates IGV conversion tasks; Step ③, the machine executes the IGV conversion tasks; Step ④, the TK-IGV obtains the TK container operation tasks according to the operation sequence.

[0096] Furthermore, the TK container operation parameters for ships mainly configure the TK container unloading requirements. For TK containers loaded onto ships, since the containers are already present, it's a predetermined task and requires no special configuration. The TK container unloading operation parameter configuration mainly includes ship TK container configuration and quay crane TK container configuration. Ship TK container configuration is primarily for liner ship unloading operations, while quay crane TK container configuration is primarily for barge unloading operations (liner ships refer to ships that regularly sail from certain ports of call; barges refer to motorized barges used for connecting liner ship cargo). Ship TK container operation parameters are mainly configured on the ship's loading chart, with TK containers marked at specific locations on the chart. Since barges do not have ship loading charts, their loading locations cannot be marked. Therefore, barge TK container operation parameters are mainly configured under the quay crane operating the barge. Configuration parameters include the expected number of TK-IGVs and the TK-IGV interval time. The expected number of TK-IGVs represents the maximum number of vehicles that can be dispatched, and the TK-IGV interval time represents the time interval between dispatches of each TK-IGV.

[0097] Furthermore, when a quay crane is performing liner unloading operations, it reads the TK box flag from the ship loading diagram. If the quay crane configuration also contains the TK box operation parameter, the dispatcher will not respond to the relevant logic. When a quay crane is performing barge unloading operations, it reads the TK box operation parameter from the quay crane configuration. If this parameter is initialized to 0, it is not needed.

[0098] Furthermore, since switching from IGV to TK-IGV requires equipment resources and time, the scheduler cannot immediately trigger the IGV switching task when there is a TK container operation task. Instead, it needs to calculate the total number of loading and unloading TK container operations within a certain decision period. The total number of TK container operations includes the current unloading configuration TK container operation parameters and the TK containers that have been sent for loading. Based on the calculated number of TK containers to be operated, the number of TK-IGVs required is determined. At the same time, the TK container operation requirements within the decision period are sorted according to the situation of each operation line.

[0099] Furthermore, the machinery performs the IGV switching task. After the scheduling generates the switching task, it issues it to the yard machinery. After receiving the task, the yard machinery performs the IGV switching task by placing a special plate on the ordinary IGV. After placement, the system automatically marks it as TK-IGV.

[0100] Furthermore, when TK-IGVs acquire TK container operation tasks, the scheduler will dispatch TK containers that need to be operated within the decision cycle according to the sorting of each task of the quay crane loading and unloading operation when matching tasks. In addition, when the quay crane is unloading barges, the number of dispatched TK-IGVs shall not exceed the expected number of TK-IGVs.

[0101] Furthermore, in step S3, the quay crane receives the TK container operation task. When the quay crane is performing a liner unloading task, the system will determine whether the container at that position on the ship loading chart is a TK container based on the position of the container grabbed by the quay crane spreader. When the quay crane is performing a barge unloading task, the system will determine whether the container is a TK container based on the order of the operation containers in the TOS unloading queue.

[0102] Furthermore, the OCR information identified in steps S4 and S5 is matched with the system. The matching information mainly includes the container number, ISO, and hazard label information. If the match is correct, the disassembly and assembly of the locking pins at the rear of the quay crane is started normally. If the match is incorrect, it is switched to manual confirmation. If the confirmation is incorrect, the opening and closing verification and vehicle replacement are activated.

[0103] Example 6

[0104] Example 6 is an optimized design scheme of Example 2;

[0105] In this embodiment, TK box refers to an oil tank container, ship TK box refers to an oil tank container on a ship, TK-IGV refers to an IGV on which the oil tank container support frame is placed, TK box mark refers to the mark defined for TK-IGV, ship TK box refers to an oil tank container located on a ship, and quay crane TK box refers to an oil tank container lifted by a quay crane.

[0106] In step S1, the operation parameters of the TK container are configured; the configuration of the operation parameters of the TK container mainly includes the configuration of the TK container on the ship and the configuration of the TK container on the quay crane. The configuration of the TK container on the ship is mainly for liner operations, and the configuration of the TK container on the quay crane is mainly for barge operations. The operation parameters of the TK container on the ship are mainly configured on the ship loading plan, and TK container marks are made at specific positions on the ship loading plan. Since the barge does not have a ship loading plan and cannot be marked at the loading position of the barge, the operation parameters of the TK container on the barge are mainly configured under the quay crane operating the barge. The configured parameters include the expected number of TK-IGVs and the TK-IGV interval time.

[0107] Further, when a quay crane is performing liner operations, it checks whether there is a TK container mark at the position in the read ship loading plan. If there are also TK container operation parameters in the configuration of this quay crane at this time, the dispatching will not respond to the relevant logic; when a quay crane is performing barge operations, it reads the TK container operation parameters in the quay crane configuration.

[0108] Further, the specific values of the expected number of TK-IGVs and the TK-IGV interval time are as follows: The expected number of TKIGVs includes the empty trucks dispatched and the heavy trucks with containers unloaded from the ship. Until the container leaves the TKIGV, it is considered that the number of TKIGVs on this operation line is reduced by 1; the expected number of TK-IGVs is initialized to 0, that is, there is no demand. When the modified value >= 1, it takes effect immediately. This quay crane generates a TK-IGV demand and records the demand time. The TK-IGV demand quantity = the expected quantity of TK-IGVs; and during the operation, it regularly checks whether there is a new TK-IGV demand. Once the number of TK-IGVs on the operation line of this quay crane < the expected number of TK-IGVs, a TK-IGV demand and the demand time are generated; the TK-IGV interval time is to avoid the single quay crane operation line from scrambling for TK-IGV resources and to enable each demand operation line to evenly obtain TK-IGVs.

[0109] Further, the expected number of TK-IGVs and the TK-IGV interval time are configured according to the following formula:

[0110] IF(Tar_Eff>=Cur_Eff),Count={1-(Cur_Eff-Tar_Eff) / Tar_Eff}*Z*X / Y,Int_time=PCT(TK)*1 / Tar_Eff*60 (minutes);

[0111] IF(Tar_Eff<Cur_Eff),Count={1+(Tar_Eff-Cur_Eff) / Cur_Eff}*Z*X / Y, Int_time=PCT(TK)*1 / M_Eff*60 (minutes);

[0112] The target efficiency of the operation line is Tar_Eff, the current efficiency of the operation line is Cur_Eff, the limit efficiency of the quay crane is M_Eff, X is the number of TK containers of the quay crane operation line, Y is the number of TK containers of all operation lines, Z is the number of TK-IGVs that have been switched to, and PCT(TK) is the percentage of TK containers on the barge, i.e. the number of TK containers unloaded / the total number of unloaded containers.

[0113] Example 7

[0114] Example 7 is an optimized design scheme of Example 2;

[0115] In this embodiment, TK box refers to an oil tank container, ship TK box refers to an oil tank container on a ship, TK-IGV refers to an IGV on which the oil tank container support frame is placed, TK box mark refers to the mark defined for TK-IGV, ship TK box refers to an oil tank container located on a ship, and quay crane TK box refers to an oil tank container lifted by a quay crane.

[0116] The required number of TK-IGVs is calculated based on the current total number of TK container jobs, and the TK container job requirements within the decision-making scope are prioritized. Scheduling cannot immediately trigger an IGV switchover task whenever a TK container job is scheduled. Instead, it requires calculating the total number of TK container jobs within a certain decision period (represented by Dc_time, typically set to 30 minutes). Based on the calculated number of TK containers about to be processed, the required number of TK-IGVs is determined, and the TK container job requirements are prioritized using a specific method. The specific execution is as follows:

[0117] Method 1: First, extract the operation type and related TK container configuration parameters for each quay crane. For example, if the quay crane operation is loading, extract the number of TK containers with loading instructions sent under that quay crane within a certain range. The extracted sequence number range is 1 to M_Eff / 60*Dc_time. If the quay crane operation is unloading, determine whether it is unloading by a liner or a barge. When unloading by a liner, extract the number of TK containers with instructions sent and marked within a certain range under that quay crane. The extracted sequence number range is the same as that for quay crane loading. When unloading by a barge, extract the expected number of TK-IGV containers and the interval time. The specific number is Count*Dc_time / Int_time.

[0118] Method 2, the next step is to calculate the required number of TK-IGVs based on the total number of TK box operations within the decision-making cycle, as follows:

[0119] TK-IGV demand = Num(TK) / (Dc_time / Avg_Loop(TK-IGV))

[0120] Where NUM(TK) represents the job requirements for all TK boxes, Dc_time represents the decision duration, and Avg_Loop(TK-IGV) represents the average loop duration of TK-IGV.

[0121] Method 3: Finally, sort all TK requirements by job, with the job order as follows:

[0122] ① Those with manual annotations will be prioritized and listed first;

[0123] ② Sort the operation sequence numbers of loading TK containers on ships, with smaller sequence numbers sorted first. If the sequence numbers are the same, sort them according to the target efficiency, with higher efficiency sorted first.

[0124] ③ The operation sequence number of unloading TK containers on liner ships is sorted, with the smaller sequence number sorted first. If the sequence numbers are the same, they are sorted according to the target efficiency, with the more efficient ones sorted first.

[0125] ④ Barge unloading is sorted according to the specific number of work lines. If the number is the same, it is sorted according to the target efficiency, with the more efficient ones listed first.

[0126] Example 8

[0127] Example 8 is a further optimized design of Example 1 or Example 4;

[0128] In this embodiment, containers with locks cannot be directly placed on the TK-IGV during unloading, or containers cannot be directly locked on the TK-IGV during loading. Therefore, a lock removal and installation process needs to be set up behind the bridge of the TK-IGV. When the quay crane receives the TK container unloading task, the quay crane spreader automatically moves to the side of the ship, and the quay crane driver manually intervenes to grab the container on the side of the ship. After grabbing the container, the quay crane spreader automatically moves to the rear bridge position, and the workers under the bridge remove the locks from the TK container. After the workers remove the locks, they notify the driver. After receiving the notification, the driver presses the lock confirmation button on the terminal. After confirmation, the quay crane will select a suitable TK-IGV for operation, and the quay crane spreader will automatically place the TK container on the TK-IGV. The loading process is the opposite. After the spreader grabs the container on the IGV, it first goes to the rear bridge position. Only after the lock is installed can it go to the side of the ship to place the container.

[0129] In step S6, when the quay crane is unloading a ship, it will select a suitable TK-IGV for operation. Since there are multiple operation lanes under the quay crane, multiple IGVs of different types will be waiting for operation under the bridge at the same time. When the quay crane is operating a regular container, it will prioritize the selection of a regular IGV. If there is no IGV available, it will also select a TK-IGV for operation. Before selection, the TK container bridge and unlocking process will be performed. Since the arrival time of vehicles at the operation lane is different, a time threshold (usually set to 10 minutes) will be set to avoid long waiting times. Vehicles exceeding the threshold will be selected first. When all vehicles are within or outside the threshold, the nearest vehicle will be selected first. When the quay crane is operating a TK container, it will select a TK-IGV for operation and will not select a regular TK container for operation.

[0130] Furthermore, due to the possibility of incorrect information matching during operations, in order to prevent safety accidents caused by incorrect IGV container handling, interlocking verification will be activated at all times during the operation. The verification information mainly includes "container number", "ISO number", and "hazardous goods label". Among them, container number verification includes abnormal container number recognition, no container number information, and container number indicating hazardous goods. ISO number verification includes abnormal ISO recognition and TK container recognition. For TK container operations, if the IGV is locked, the interlocking verification will fail, the spreader will not be allowed to unlock on the IGV, and the spreader will wait for the TK-IGV to be lifted.

[0131] Example 9

[0132] This invention further proposes a control system suitable for loading and unloading oil tank containers at automated container terminals, including a Terminal Operating System (TOS), a Quay Crane Management System, an Inlet Gauge Vehicle (IGV) Scheduling System, and an OCR Vision Recognition System. The control method for loading and unloading oil tank containers at automated container terminals described in any of the technical solutions in Examples 1-8 above is executed through the Terminal Operating System (TOS), Quay Crane Management System, IGV Scheduling System, and OCR Vision Recognition System.

[0133] Example 10

[0134] The present invention further proposes a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the control method for loading and unloading oil tank containers at an automated container terminal as described in any of the technical solutions in Embodiments 1-8 above.

[0135] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of this patent should be determined by the appended claims.

Claims

1. A control method for loading and unloading oil tank containers in an automated container terminal, applied to an automated container terminal including quay cranes, quay crane OCR, and multiple IGVs, wherein a locking pin removal and installation operation area is provided behind the quay cranes, characterized in that... The control method includes the following steps: Step S1: Generate and communicate an oil tanker operation task; Step S2: Generate and transmit a tank container transport task based on the tank container operation task, and dispatch several designated IGVs corresponding to the tank container transport task to load the tank container support frame and proceed to the quay crane. Step S3: Control the quay crane spreader to lift the designated transport container located on the ship into the visual recognition range of the quay crane OCR; Step S4: Match the visual recognition result of the quay crane OCR with an information condition, and determine whether the transport container lifted by the quay crane spreader is an oil tanker. If it is, proceed to the next step; otherwise, perform the unloading task of the quay crane for the container type container. Step S5: The quay crane spreader lifts the oil tank to be lifted to the rear of the quay crane, and then performs the disassembly and assembly of the locking pins on the oil tank. Step S6: The quay crane spreader places the tank container, which has undergone the removal and installation of locking pins, onto the designated IGV under the quay crane, where the tank container support frame is located. Step S2 includes the following sub-steps: Step S21: Obtain the operating parameters of the oil tank container; the operating parameters of the oil tank container are used to configure the requirements of the oil tank container to be unloaded from the ship. Step S22: Obtain the required number of IGVs for transporting oil tank containers, the IGV operation sequence for transporting oil tank containers, and generate an IGV conversion task; Step S23: The designated IGV used to transport the oil tank container performs an IGV conversion task, thereby installing an oil tank container support frame on the designated IGV used to transport the oil tank container. Step S24: The designated IGV equipped with the tank container support frame moves to the designated position of the quay crane to prepare for loading the tank container, according to the IGV operation sequence for transporting tank containers. In step S23, the designated IGV used to transport the tank container and the lifting equipment used to lift the tank container support frame jointly perform the IGV conversion task.

2. The control method for loading and unloading oil tank containers at an automated container terminal according to claim 1, characterized in that, The lifting equipment is a rail-mounted gantry crane located in the yard; in step S2 or step S3, during the process of the designated IGV used to transport the tank container performing the IGV conversion task, the designated IGV rail-mounted gantry crane travels to the designated yard rail-mounted gantry crane, and the designated yard rail-mounted gantry crane places the tank container support frame on the IGV.

3. The control method for loading and unloading oil tank containers at an automated container terminal according to claim 2, characterized in that, Once the designated IGV used to transport the tank container is hoisted onto the tank container support frame by the designated yard rail, the IGV is designated as a TK-IGV. The TK-IGV dispatches the tank containers that need to be handled within the decision cycle according to the task of acquiring the tank container and the order of each task of the quay crane loading and unloading operation when matching tasks.

4. The control method for loading and unloading oil tank containers at an automated container terminal according to claim 1, characterized in that, Between step S2 and step S3, the following is also included: In step S203, if the quay crane is performing a liner unloading task, it determines whether the designated transport container on the ship at that position on the ship's loading chart is an oil tanker container based on the position of the container grabbing position of the quay crane spreader. If it is, then proceed to step S3; otherwise, the quay crane performs the unloading task for the container type container. In step S203, if the quay crane is performing a barge unloading task, it determines whether the designated transport container on the ship is an oil tanker container based on the order of the working containers in the unloading queue. The quay crane in step S203 is the quay crane that received the oil tanker container operation task.

5. The control method for loading and unloading oil tank containers at an automated container terminal according to claim 1, characterized in that, Between step S4 and step S5, the following is also included: Step S45: Match the visual recognition result of the quay crane OCR with another information condition, and determine whether the container matching information of the transport container lifted by the quay crane meets the requirements. If the determination is yes, proceed to step S5; otherwise, proceed to manual confirmation. If the manual confirmation that the container matching information meets the requirements, proceed to step S5; if the manual confirmation that the container matching information does not meet the requirements, proceed to an opening and closing verification process and replace the designated IGV.

6. The control method for loading and unloading oil tank containers at an automated container terminal according to claim 5, characterized in that, The container matching information includes the container number, ISO information, and hazard label information of the oil tank container.

7. A control system suitable for loading and unloading oil tank containers at an automated container terminal, characterized in that, The system includes a Terminal Operating System (TOS), a Quay Crane Management System, an Inlet and Outlet Vehicle (IGV) Scheduling System, and an OCR Visual Recognition System. The control method for loading and unloading tank containers at automated container terminals, as described in any one of claims 1-6, is executed through the TOS, quay crane management system, IGV scheduling system, and OCR visual recognition system.

8. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by the processor, it implements the steps of the control method for loading and unloading oil tank containers at an automated container terminal as described in any one of claims 1 to 6.

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