Ship'new three-sample 'cargo transportation water transfer one-order system management system

Abstract

The invention discloses a ship'new three samples' cargo transportation water transfer one-order system management system, and relates to the technical field of port management. A picture processing module; a container label identification module; an information confirmation module; the cargo ship identification module obtains the first waiting time of the cargo ship in the transfer port and obtains the second waiting time of the cargo ship outside the transfer port; and the cargo ship management module is used for calculating the number of the empty ship positions and controlling the cargo ships and the information confirmation module based on the number of the empty ship positions. By arranging a container label identification module, an information confirmation module, a cargo ship identification module and a cargo ship management module, the queuing condition of cargo ships entering a transfer port and outside the transfer port is closely monitored, the possible congestion condition is adjusted in time, and in the adjustment process, a preset value is used as a judgment basis, so that the cargo ship can be quickly and accurately identified. And adjustment is carried out according to the change condition of the number of the empty ship positions.

Description

Technical Field

[0001] The present invention relates to the technical field of port management, and in particular to a one-bill management system for water transit of "new three types" of cargo transportation by ship. Background Art

[0002] The core port of the Yangtze River Delta port group is a gateway port with convenient river-sea transshipment in the Yangtze River Basin, and the water transshipment volume of containers has reached 58% of its total throughput. The "one-bill system" for water-to-water transshipment of the "new three types" of goods in the Yangtze River Delta is an innovation in the shipping management model. In the field of dangerous goods waterway transportation supervision services, the port of departure conducts inspections, and the transit port adopts a model of non-unpacking unless necessary to confirm information, and handles the procedures for ship loading permits and cargo transportability reports, using information technology to interconnect and realize "one port management, one declaration, and one bill to the end". The purpose of the "one-bill system" is to simplify management, speed up logistics, and avoid cargo ship congestion.

[0003] However, the existing one-bill management system is insufficient in regulating cargo ships at transshipment ports, and the speed at which cargo ships are released is fixed, which may still lead to cargo ship congestion. There is much room for improvement in the one-bill management. Summary of the invention

[0004] In order to solve the above technical problems, a one-bill management system for water transshipment of the "new three types" of cargo transportation for ships is provided. This technical solution solves the problem that the existing one-bill management system proposed in the above background technology is insufficient in regulating cargo ships at the transshipment port, and the cargo ship release speed is fixed, which may still lead to cargo ship congestion, and there is a lot of room for improvement in the one-bill management.

[0005] In order to achieve the above purpose, the technical solution adopted by the present invention is:

[0006] A one-order management system for water transit of the "new three types" of cargo transportation by ship, including:

[0007] A shooting module, wherein the shooting module includes a second shooting unit and a first shooting unit, wherein the second shooting unit is arranged at the entrance of the transshipment port, and the first shooting unit is arranged in the transshipment port, wherein the second shooting unit scans a cargo ship waiting to enter the transshipment port to obtain a second cargo ship picture, and the first shooting unit scans a cargo ship in the transshipment port to obtain a first cargo ship picture;

[0008] An image processing module, the image processing module is used to receive the uploaded first cargo ship image and the second cargo ship image, and pre-process the uploaded first cargo ship image and the second cargo ship image to obtain a pre-processed image, wherein the pre-processing includes image denoising and image enhancement;

[0009] A container label recognition module, which is used to extract container labels from the preprocessed images to obtain container label information;

[0010] An information confirmation module, which identifies the container label information, obtains the packing information of the departure port, and confirms the packing information of the departure port. When the information is correct, the ship's loading permit and cargo transportability report procedures are processed, and the cargo ship at the transit port is released. When there is a deviation in the information, the container is unpacked for inspection;

[0011] A cargo ship identification module, wherein the cargo ship identification module identifies the first cargo ship image to obtain a first waiting time of the cargo ship in the transshipment port, and identifies the second cargo ship image to obtain a second waiting time of the cargo ship outside the transshipment port;

[0012] A cargo ship management module calculates the number of empty ship slots and controls the cargo ship and the information confirmation module based on the number of empty ship slots.

[0013] Preferably, the image denoising comprises the following steps:

[0014] Perform adaptive wavelet threshold denoising on the first cargo ship image and the second cargo ship image;

[0015] By constructing a probability model of wavelet coefficients, the optimal wavelet threshold is determined using Bayesian estimation.

[0016] The wavelet coefficients are processed by adaptive threshold and wavelet reconstruction is performed to obtain the denoised first cargo ship image and the second cargo ship image.

[0017] Preferably, the image enhancement comprises the following steps:

[0018] Performing adaptive histogram equalization processing on the denoised first cargo ship image and the second cargo ship image;

[0019] Determine the cumulative distribution function of the local area by calculating the grayscale histogram of the denoised first cargo ship image and the second cargo ship image;

[0020] Based on the cumulative distribution function, the grayscale mapping relationship of the local area is adaptively adjusted to obtain the enhanced first cargo ship image and the second cargo ship image.

[0021] Preferably, extracting container labels from the preprocessed images to obtain container label information comprises the following steps:

[0022] Mark the container label area in rows;

[0023] The labeled container regions are combined into a training set and trained using the object detection model until convergence.

[0024] The segmented container label area blocks are put into the trained target detection model to perform target detection on the container label area, and the coordinates of the container label area in the second cargo ship image are obtained and output;

[0025] Based on the coordinates of the complete container label area, obtaining each complete container label area in the second cargo ship image;

[0026] Based on the container label content in the second cargo ship image, the region coordinates of the second cargo ship image are marked and formed into a training set;

[0027] Train the hybrid model consisting of CNN and LSTM based on deep learning attention mechanism until convergence;

[0028] The container label area of ​​the segmented second cargo ship image block is put into the trained hybrid model for container label recognition to obtain specific container label information in the second cargo ship image.

[0029] Preferably, the confirmation of the packing information of the port of departure comprises the following steps:

[0030] Obtain the container loading information of the departure port, which includes the container's position on the ship, the cargo inside the container, and the container's weight;

[0031] Check the consistency between the actual position of the container and the position of the container on the cargo ship in the packing information;

[0032] Without opening the container, check the compliance of the goods inside the container in the packing information;

[0033] By lifting, check the consistency between the actual weight of the container and the weight of the container in the packing information;

[0034] When there is non-compliance or inconsistency, the information is biased, otherwise, the information is correct.

[0035] Preferably, the step of identifying the first cargo ship image to obtain the first waiting time of the cargo ship in the transshipment port comprises the following steps:

[0036] Acquire at least one first cargo ship image in chronological order, and acquire an acquisition interval between adjacent first cargo ship images as a first interval time;

[0037] Select one of the cargo ships in the transshipment port as the first target cargo ship;

[0038] Performing identification of a first target cargo ship in the first cargo ship picture, and using the first cargo ship picture in which the first target cargo ship appears as the first target picture;

[0039] Use the first time formula to calculate the first individual time of the first target cargo ship;

[0040] When the first target cargo ship traverses the cargo ships in the transshipment port, the first individual time of each cargo ship in the transshipment port is obtained;

[0041] Take the average of the first individual time of the cargo ship in the transshipment port to obtain the first waiting time of the cargo ship in the transshipment port;

[0042] The first time formula is as follows:

[0043] A= ( a-1 ) ×b

[0044] Among them, A is the first individual time, a is the total number of the first target pictures, and b is the first interval time.

[0045] Preferably, the step of identifying the second cargo ship image to obtain the second waiting time of the cargo ship outside the transshipment port comprises the following steps:

[0046] Acquire at least one second cargo ship image in chronological order, and acquire an acquisition interval between adjacent second cargo ship images as a second interval time;

[0047] Select one of the cargo ships waiting to enter the transit port as the second target cargo ship;

[0048] Performing identification of a second target cargo ship in the second cargo ship picture, and using the second cargo ship picture in which the second target cargo ship appears as the second target picture;

[0049] Using the second time formula, calculate the second individual time of the second target cargo ship;

[0050] When the second target cargo ship traverses the cargo ships waiting to enter the transshipment port, the second individual time of each cargo ship waiting to enter the transshipment port is obtained;

[0051] The second individual time of the cargo ships waiting to enter the transshipment port is averaged to obtain the second waiting time of the cargo ships outside the transshipment port;

[0052] The second time formula is as follows:

[0053] B= ( c-1 ) ×d

[0054] Among them, B is the second individual time, c is the total number of the second target pictures, and d is the second interval time.

[0055] Preferably, the step of calculating the number of empty berths comprises the following steps:

[0056] Based on historical data, obtain the average floor space of cargo ships transporting the “new three” goods;

[0057] At every preset time interval, the area of ​​the transit port that is not occupied by cargo ships is collected, and the number of collection times is the preset number;

[0058] Taking the average of at least one area of ​​a region to obtain the average area of ​​the region;

[0059] The average area of ​​the region is divided by the average floor space to obtain the number of empty slots.

[0060] Preferably, the controlling of the cargo ship and the information confirmation module based on the number of empty berths comprises the following steps:

[0061] The second waiting time is monitored in real time, and the second waiting time is fitted with respect to the current time to obtain a second fitting function, and the second fitting function is derived to obtain a second derivative function;

[0062] Substitute the current time into the second derivative function to obtain the second waiting time change rate;

[0063] Based on historical data, preset values ​​are formed;

[0064] When the second waiting time change rate is greater than a preset value, the process of the cargo ship entering the transshipment port is accelerated until the second waiting time change rate does not exceed the preset value;

[0065] After the accelerated cargo ship enters the transshipment port, the change rate of the empty ship position is monitored. When the change rate of the monitored empty ship position is less than 0, the confirmation speed of the information confirmation module is accelerated until the change rate of the monitored empty ship position is not less than 0;

[0066] The first waiting time is monitored in real time, and the first waiting time is fitted with respect to the current time to obtain a first fitting function, and the first fitting function is derived to obtain a first derivative function;

[0067] Substitute the current time into the first derivative function to obtain the first waiting time change rate;

[0068] When the first waiting time change rate is greater than a preset value, the confirmation speed of the information confirmation module is accelerated until the first waiting time change rate does not exceed the preset value.

[0069] Preferably, forming a preset value based on historical data comprises the following steps:

[0070] Get the average number of cargo ships arriving at the transshipment port every day based on historical data;

[0071] Divide 24 hours by the average number of cargo ships to get the average time interval between cargo ships;

[0072] A preset value is formed, satisfying that the preset value multiplied by the average time interval of cargo ships is less than an estimated value, and the estimated value is the smaller of the average time interval of cargo ships minus the first waiting time and the average time interval of cargo ships minus the second waiting time.

[0073] Compared with the prior art, the present invention has the following beneficial effects:

[0074] By setting up a container label identification module, an information confirmation module, a cargo ship identification module and a cargo ship management module, information confirmation of the cargo ship is carried out on a one-bill basis, and the cargo ships that meet the inspection standards are processed with relevant procedures and released. During the entire process, the queues of cargo ships entering and outside the transshipment port are closely monitored, and timely adjustments are made to possible congestion. During the adjustment, the preset value is used as the basis for judgment, and adjustments are made according to the changes in the number of empty berths. In this way, it can be ensured that no serious congestion will occur inside or outside the transshipment port, thereby maximizing the effect of the one-bill system. BRIEF DESCRIPTION OF THE DRAWINGS

[0075] Figure 1 It is a structural schematic diagram of the one-order management system for water transit of the "new three types" cargo transportation of ships of the present invention;

[0076] Figure 2 It is a schematic diagram of the process of image denoising of the present invention;

[0077] Figure 3 It is a schematic diagram of the process of image enhancement of the present invention;

[0078] Figure 4 A schematic diagram of a process of extracting container labels from preprocessed images and obtaining container label information according to the present invention;

[0079] Figure 5 It is a schematic diagram of the process of confirming the packing information of the departure port of the present invention;

[0080] Figure 6 A schematic diagram of a process of identifying a first cargo ship image and obtaining a first waiting time of the cargo ship in the transshipment port according to the present invention;

[0081] Figure 7 A schematic diagram of a process of identifying the second cargo ship image and obtaining the second waiting time of the cargo ship outside the transshipment port according to the present invention;

[0082] Figure 8 A schematic diagram of a flow chart of calculating the number of empty berths according to the present invention;

[0083] Fig. 9 It is a schematic diagram of a flow chart of controlling a cargo ship and an information confirmation module based on the number of empty ship spaces of the present invention;

[0084] Fig.10 The figure is a flow chart of forming preset values ​​based on historical data according to the present invention. DETAILED DESCRIPTION

[0085] The following description is used to disclose the present invention so that those skilled in the art can implement the present invention. The preferred embodiments described below are only examples, and those skilled in the art may think of other obvious variations.

[0086] Reference Figure 1 As shown, a one-order management system for water transit of "new three types" cargo transportation by ship includes:

[0087] A shooting module, wherein the shooting module includes a second shooting unit and a first shooting unit, wherein the second shooting unit is arranged at the entrance of the transshipment port, and the first shooting unit is arranged in the transshipment port, wherein the second shooting unit scans a cargo ship waiting to enter the transshipment port to obtain a second cargo ship picture, and the first shooting unit scans a cargo ship in the transshipment port to obtain a first cargo ship picture;

[0088] An image processing module, the image processing module is used to receive the uploaded first cargo ship image and the second cargo ship image, and pre-process the uploaded first cargo ship image and the second cargo ship image to obtain a pre-processed image, wherein the pre-processing includes image denoising and image enhancement;

[0089] A container label recognition module, which is used to extract container labels from the preprocessed images to obtain container label information;

[0090] An information confirmation module, which identifies the container label information, obtains the packing information of the departure port, and confirms the packing information of the departure port. When the information is correct, the ship's loading permit and cargo transportability report procedures are processed, and the cargo ship at the transit port is released. When there is a deviation in the information, the container is unpacked for inspection;

[0091] A cargo ship identification module, wherein the cargo ship identification module identifies the first cargo ship image to obtain a first waiting time of the cargo ship in the transshipment port, and identifies the second cargo ship image to obtain a second waiting time of the cargo ship outside the transshipment port;

[0092] A cargo ship management module calculates the number of empty ship slots and controls the cargo ship and the information confirmation module based on the number of empty ship slots.

[0093] In this scheme, a single-bill system is used for freight management. In normal freight management, it is necessary to unpack and inspect each container when entering the port. In the single-bill system, unpacking and inspection are only carried out at the port of departure, and the information is uploaded to achieve information exchange with the transshipment port. The transshipment port can then verify without unpacking the container, thereby improving the efficiency of inspection. However, the transshipment port still has necessary procedures to go through without unpacking the container, and the processing time is usually fixed but variable. It remains unchanged without regulation, and the processing time cannot be increased indefinitely, which will increase the burden on the processing personnel. Therefore, when improving the speed of the information confirmation module, whether there is congestion in freight is used as the basis for judgment. Therefore, it can be guaranteed that under the regulation of this scheme, no serious congestion will occur inside and outside the transshipment port.

[0094] Reference Figure 2 As shown, image denoising includes the following steps:

[0095] Perform adaptive wavelet threshold denoising on the first cargo ship image and the second cargo ship image;

[0096] By constructing a probability model of wavelet coefficients, the optimal wavelet threshold is determined using Bayesian estimation.

[0097] The wavelet coefficients are processed by adaptive threshold and wavelet reconstruction is performed to obtain the denoised first cargo ship image and the second cargo ship image.

[0098] Reference Figure 3 As shown, image enhancement includes the following steps:

[0099] Performing adaptive histogram equalization processing on the denoised first cargo ship image and the second cargo ship image;

[0100] Determine the cumulative distribution function of the local area by calculating the grayscale histogram of the denoised first cargo ship image and the second cargo ship image;

[0101] Based on the cumulative distribution function, the grayscale mapping relationship of the local area is adaptively adjusted to obtain the enhanced first cargo ship image and the second cargo ship image.

[0102] Reference Figure 4 As shown, extracting container labels from preprocessed images and obtaining container label information include the following steps:

[0103] Mark the container label area in rows;

[0104] The labeled container regions are combined into a training set and trained using the object detection model until convergence.

[0105] The segmented container label area blocks are put into the trained target detection model to perform target detection on the container label area, and the coordinates of the container label area in the second cargo ship image are obtained and output;

[0106] Based on the coordinates of the complete container label area, obtaining each complete container label area in the second cargo ship image;

[0107] Based on the container label content in the second cargo ship image, the region coordinates of the second cargo ship image are marked and formed into a training set;

[0108] Train the hybrid model consisting of CNN and LSTM based on deep learning attention mechanism until convergence;

[0109] The container label area of ​​the segmented second cargo ship image block is put into the trained hybrid model for container label recognition to obtain specific container label information in the second cargo ship image.

[0110] Container label information is of great significance for the confirmation of the packing information at the port of departure. When errors occur in information recognition, it is easy to affect the efficiency of verification. Therefore, it is necessary to train a hybrid model and perform recognition based on the trained hybrid model to minimize the recognition error rate.

[0111] Reference Figure 5 As shown, the confirmation of the packing information at the port of departure includes the following steps:

[0112] Obtain the container loading information of the departure port, which includes the container's position on the ship, the cargo inside the container, and the container's weight;

[0113] Check the consistency between the actual position of the container and the position of the container on the cargo ship in the packing information;

[0114] Without opening the container, check the compliance of the goods inside the container in the packing information;

[0115] By lifting, check the consistency between the actual weight of the container and the weight of the container in the packing information;

[0116] When there is non-compliance or inconsistency, the information is biased, otherwise, the information is correct.

[0117] When making a comparison, it is necessary to ensure that the goods in the container have not been replaced during the journey. Therefore, it is necessary to determine whether the position has been moved. Because the containers are stacked, the containers need to be moved to replace the goods, but when they are restored, the position may change. This provides a basis for the identification of the container. In addition, when the goods in the container change, its weight will change. Therefore, it is possible to judge whether there is any abnormality in the container by weighing it without opening the box. The compliance of the goods inside the container in the packing information is checked based on the information of the port of departure. That is, if the information of the port of departure is compliant, compliance is judged at the transit port.

[0118] Reference Figure 6 As shown, identifying the first cargo ship image and obtaining the first waiting time of the cargo ship in the transshipment port includes the following steps:

[0119] Acquire at least one first cargo ship image in chronological order, and acquire an acquisition interval between adjacent first cargo ship images as a first interval time;

[0120] Select one of the cargo ships in the transshipment port as the first target cargo ship;

[0121] Performing identification of a first target cargo ship in the first cargo ship picture, and using the first cargo ship picture in which the first target cargo ship appears as the first target picture;

[0122] Use the first time formula to calculate the first individual time of the first target cargo ship;

[0123] When the first target cargo ship traverses the cargo ships in the transshipment port, the first individual time of each cargo ship in the transshipment port is obtained;

[0124] Take the average of the first individual time of the cargo ship in the transshipment port to obtain the first waiting time of the cargo ship in the transshipment port;

[0125] The first time formula is as follows:

[0126] A= ( a-1 ) ×b

[0127] Among them, A is the first individual time, a is the total number of the first target pictures, and b is the first interval time.

[0128] The first interval time is used to judge the congestion in the transit port in the future. The subsequent congestion is estimated according to the change of the first interval time. When the change rate is increasing, it means that the congestion has a tendency to increase. Therefore, corresponding processing is required to reduce the congestion trend. Here, the length of the first interval time is not used for judgment, because when the first interval time does not change much, the overall congestion situation will not change much. Only when the congestion increases will the first interval time increase.

[0129] Similarly, the second waiting time is an assessment of the congestion situation of cargo ships outside the transshipment port. When the congestion situation of cargo ships outside the transshipment port worsens, the second waiting time will also change significantly accordingly.

[0130] Reference Figure 7 As shown, identifying the second cargo ship image and obtaining the second waiting time of the cargo ship outside the transshipment port includes the following steps:

[0131] Acquire at least one second cargo ship image in chronological order, and acquire an acquisition interval between adjacent second cargo ship images as a second interval time;

[0132] Select one of the cargo ships waiting to enter the transit port as the second target cargo ship;

[0133] Performing identification of a second target cargo ship in the second cargo ship picture, and using the second cargo ship picture in which the second target cargo ship appears as the second target picture;

[0134] Using the second time formula, calculate the second individual time of the second target cargo ship;

[0135] When the second target cargo ship traverses the cargo ships waiting to enter the transshipment port, the second individual time of each cargo ship waiting to enter the transshipment port is obtained;

[0136] The second individual time of the cargo ships waiting to enter the transshipment port is averaged to obtain the second waiting time of the cargo ships outside the transshipment port;

[0137] The second time formula is as follows:

[0138] B= ( c-1 ) ×d

[0139] Among them, B is the second individual time, c is the total number of the second target pictures, and d is the second interval time.

[0140] Reference Figure 8 As shown, calculating the number of empty slots includes the following steps:

[0141] Based on historical data, obtain the average floor space of cargo ships transporting the “new three” goods;

[0142] At every preset time interval, the area of ​​the transit port that is not occupied by cargo ships is collected, and the number of collection times is the preset number;

[0143] Taking the average of at least one area of ​​a region to obtain the average area of ​​the region;

[0144] The average area of ​​the region is divided by the average floor space to obtain the number of empty slots.

[0145] The number of empty berths is mainly used to evaluate the idle situation in the transshipment port. When the idle space is increasing, it means that the amount of cargo ships that can be accommodated in the transshipment port is increasing. Therefore, more cargo ships need to be allowed to enter the transshipment port in time to reduce the number of cargo ships waiting outside the transshipment port, thereby speeding up the process, because the handling of various affairs in the transshipment port can be carried out in parallel, not for a single cargo ship while the rest of the cargo ships wait.

[0146] Reference Fig. 9 As shown, based on the number of empty ship slots, controlling the cargo ship and the information confirmation module includes the following steps:

[0147] The second waiting time is monitored in real time, and the second waiting time is fitted with respect to the current time to obtain a second fitting function, and the second fitting function is derived to obtain a second derivative function;

[0148] Substitute the current time into the second derivative function to obtain the second waiting time change rate;

[0149] Based on historical data, preset values ​​are formed;

[0150] When the second waiting time change rate is greater than a preset value, the process of the cargo ship entering the transshipment port is accelerated until the second waiting time change rate does not exceed the preset value;

[0151] After the accelerated cargo ship enters the transshipment port, the change rate of the empty ship position is monitored. When the change rate of the monitored empty ship position is less than 0, the confirmation speed of the information confirmation module is accelerated until the change rate of the monitored empty ship position is not less than 0;

[0152] The first waiting time is monitored in real time, and the first waiting time is fitted with respect to the current time to obtain a first fitting function, and the first fitting function is derived to obtain a first derivative function;

[0153] Substitute the current time into the first derivative function to obtain the first waiting time change rate;

[0154] When the first waiting time change rate is greater than a preset value, the confirmation speed of the information confirmation module is accelerated until the first waiting time change rate does not exceed the preset value.

[0155] When making adjustments, controls are carried out from multiple angles, so that congestion inside and outside the transshipment port will gradually not increase. Among them, the formation of preset values ​​is the key to judgment, which will be explained later.

[0156] Reference Fig.10 As shown, based on historical data, forming a preset value includes the following steps:

[0157] Get the average number of cargo ships arriving at the transshipment port every day based on historical data;

[0158] Divide 24 hours by the average number of cargo ships to get the average time interval between cargo ships;

[0159] A preset value is formed, satisfying that the preset value multiplied by the average time interval of cargo ships is less than an estimated value, and the estimated value is the smaller of the average time interval of cargo ships minus the first waiting time and the average time interval of cargo ships minus the second waiting time.

[0160] The preset value is set according to the average time interval of cargo ships in order to judge whether congestion will worsen in the future. In fact, the preset value is integrated over the average time interval from 0 to the cargo ships, which is equivalent to multiplying the preset value by the average time interval of cargo ships. Therefore, taking the first waiting time change rate not greater than the preset value as an example, the first waiting time change rate is integrated over the average time interval from 0 to the cargo ships within the average time interval of cargo ships. The integral result is less than the multiplication of the preset value and the average time interval of cargo ships, and then less than the estimated value. According to the definition of the estimated value, the integral result is less than the average time interval of cargo ships minus the first waiting time, so that the integral result plus the first waiting time is less than the average time interval of cargo ships. The result of adding the integral result to the first waiting time is the subsequent increased waiting time, but because it is less than the average time interval of cargo ships, it is equivalent to no additional cargo ships entering during the waiting period, and thus the congestion will not be aggravated.

[0161] Furthermore, the present solution also proposes a storage medium on which a computer-readable program is stored. When the computer-readable program is called, it runs the above-mentioned one-bill management system for water transit of the "new three items" cargo transportation of ships.

[0162] It is understandable that the storage medium may be a magnetic medium, such as a floppy disk, a hard disk, or a magnetic tape; an optical medium, such as a DVD; or a semiconductor medium, such as a solid state drive (SSD).

[0163] In summary, the advantages of the present invention are: by setting up a container label identification module, an information confirmation module, a cargo ship identification module and a cargo ship management module, information confirmation of the cargo ship is carried out on a one-bill basis, and the cargo ships that meet the inspection standards are processed with relevant procedures and released. During the whole process, the queueing situation of cargo ships entering and outside the transshipment port is closely monitored, and possible congestion situations are adjusted in time. During the adjustment, the preset value is used as the basis for judgment, and adjustments are made according to the changes in the number of empty berths. In this way, it can be ensured that no serious congestion will occur inside and outside the transshipment port, thereby maximizing the effect of the one-bill system.

[0164] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The above embodiments and descriptions only describe the principles of the present invention. The present invention may be subject to various changes and improvements without departing from the spirit and scope of the present invention. These changes and improvements fall within the scope of the present invention. The scope of protection claimed by the present invention is defined by the attached claims and their equivalents.

Claims

1. A one-order management system for water transit of "new three types" cargo transportation on ships, characterized in that: include: A shooting module, wherein the shooting module includes a second shooting unit and a first shooting unit, wherein the second shooting unit is arranged at the entrance of the transshipment port, and the first shooting unit is arranged in the transshipment port, wherein the second shooting unit scans a cargo ship waiting to enter the transshipment port to obtain a second cargo ship picture, and the first shooting unit scans a cargo ship in the transshipment port to obtain a first cargo ship picture; An image processing module, the image processing module is used to receive the uploaded first cargo ship image and the second cargo ship image, and pre-process the uploaded first cargo ship image and the second cargo ship image to obtain a pre-processed image, wherein the pre-processing includes image denoising and image enhancement; A container label recognition module, which is used to extract container labels from the preprocessed images to obtain container label information; An information confirmation module, which identifies the container label information, obtains the packing information of the departure port, and confirms the packing information of the departure port. When the information is correct, the ship's loading permit and cargo transportability report procedures are processed, and the cargo ship at the transit port is released. When there is a deviation in the information, the container is unpacked for inspection; A cargo ship identification module, wherein the cargo ship identification module identifies the first cargo ship image to obtain a first waiting time of the cargo ship in the transshipment port, and identifies the second cargo ship image to obtain a second waiting time of the cargo ship outside the transshipment port; A cargo ship management module calculates the number of empty ship slots and controls the cargo ship and the information confirmation module based on the number of empty ship slots.

2. According to claim 1, a ship "new three types" cargo transportation water transfer one-order management system is characterized in that: The image denoising comprises the following steps: Perform adaptive wavelet threshold denoising on the first cargo ship image and the second cargo ship image; By constructing a probability model of wavelet coefficients, the optimal wavelet threshold is determined using Bayesian estimation. The wavelet coefficients are processed by adaptive threshold and wavelet reconstruction is performed to obtain the denoised first cargo ship image and the second cargo ship image.

3. A one-order management system for water transit of "new three types" cargo transportation of ships according to claim 2, characterized in that: The image enhancement comprises the following steps: Performing adaptive histogram equalization processing on the denoised first cargo ship image and the second cargo ship image; Determine the cumulative distribution function of the local area by calculating the grayscale histogram of the denoised first cargo ship image and the second cargo ship image; Based on the cumulative distribution function, the grayscale mapping relationship of the local area is adaptively adjusted to obtain the enhanced first cargo ship image and the second cargo ship image.

4. A one-order management system for water transit of "new three types" cargo transportation of ships according to claim 3, characterized in that: Extracting container labels from the preprocessed images to obtain container label information includes the following steps: Mark the container label area in rows; The labeled container regions are combined into a training set and trained using the object detection model until convergence. The segmented container label area blocks are put into the trained target detection model to perform target detection on the container label area, and the coordinates of the container label area in the second cargo ship image are obtained and output; Based on the coordinates of the complete container label area, obtaining each complete container label area in the second cargo ship image; Based on the container label content in the second cargo ship image, the region coordinates of the second cargo ship image are marked and formed into a training set; Train the hybrid model consisting of CNN and LSTM based on deep learning attention mechanism until convergence; The container label area of ​​the segmented second cargo ship image block is put into the trained hybrid model for container label recognition to obtain specific container label information in the second cargo ship image.

5. According to claim 4, a ship "new three types" cargo transportation water transfer one-order management system is characterized in that: The confirmation of the packing information of the departure port includes the following steps: Obtain the container loading information of the departure port, which includes the container's position on the ship, the cargo inside the container, and the container's weight; Check the consistency between the actual position of the container and the position of the container on the cargo ship in the packing information; Without opening the container, check the compliance of the goods inside the container in the packing information; By lifting, check the consistency between the actual weight of the container and the weight of the container in the packing information; When there is non-compliance or inconsistency, the information is biased, otherwise, the information is correct.

6. A one-order management system for water transit of "new three types" cargo transportation of ships according to claim 5, characterized in that: The identifying of the first cargo ship image to obtain the first waiting time of the cargo ship in the transshipment port comprises the following steps: Acquire at least one first cargo ship image in chronological order, and acquire an acquisition interval between adjacent first cargo ship images as a first interval time; Select one of the cargo ships in the transshipment port as the first target cargo ship; Performing identification of a first target cargo ship in the first cargo ship picture, and using the first cargo ship picture in which the first target cargo ship appears as the first target picture; Use the first time formula to calculate the first individual time of the first target cargo ship; When the first target cargo ship traverses the cargo ships in the transshipment port, the first individual time of each cargo ship in the transshipment port is obtained; Take the average of the first individual time of the cargo ship in the transshipment port to obtain the first waiting time of the cargo ship in the transshipment port; The first time formula is as follows: A= ( a-1 ) ×b Among them, A is the first individual time, a is the total number of the first target pictures, and b is the first interval time.

7. A one-order management system for water transit of "new three types" cargo transportation of ships according to claim 6, characterized in that: The identifying of the second cargo ship image to obtain the second waiting time of the cargo ship outside the transshipment port comprises the following steps: Acquire at least one second cargo ship image in chronological order, and acquire an acquisition interval between adjacent second cargo ship images as a second interval time; Select one of the cargo ships waiting to enter the transit port as the second target cargo ship; Performing identification of a second target cargo ship in the second cargo ship picture, and using the second cargo ship picture in which the second target cargo ship appears as the second target picture; Using the second time formula, calculate the second individual time of the second target cargo ship; When the second target cargo ship traverses the cargo ships waiting to enter the transshipment port, the second individual time of each cargo ship waiting to enter the transshipment port is obtained; The second individual time of the cargo ships waiting to enter the transshipment port is averaged to obtain the second waiting time of the cargo ships outside the transshipment port; The second time formula is as follows: B= ( c-1 ) ×d Among them, B is the second individual time, c is the total number of the second target pictures, and d is the second interval time.

8. A one-order management system for water transit of "new three types" cargo transportation of ships according to claim 7, characterized in that: The calculation of the number of empty berths comprises the following steps: Based on historical data, obtain the average floor space of cargo ships transporting the "new three types" of goods; At every preset time interval, the area of ​​the transit port that is not occupied by cargo ships is collected, and the number of collection times is the preset number; Taking the average of at least one area of ​​a region to obtain the average area of ​​the region; The average area of ​​the region is divided by the average floor space to obtain the number of empty slots.

9. A one-order management system for water transit of "new three types" cargo transportation of ships according to claim 8, characterized in that: The control of the cargo ship and the information confirmation module based on the number of empty ship slots includes the following steps: The second waiting time is monitored in real time, and the second waiting time is fitted with respect to the current time to obtain a second fitting function, and the second fitting function is derived to obtain a second derivative function; Substitute the current time into the second derivative function to obtain the second waiting time change rate; Based on historical data, form preset values; When the second waiting time change rate is greater than a preset value, the process of the cargo ship entering the transshipment port is accelerated until the second waiting time change rate does not exceed the preset value; After the accelerated cargo ship enters the transshipment port, the change rate of the empty ship position is monitored. When the change rate of the monitored empty ship position is less than 0, the confirmation speed of the information confirmation module is accelerated until the change rate of the monitored empty ship position is not less than 0; The first waiting time is monitored in real time, and the first waiting time is fitted with respect to the current time to obtain a first fitting function, and the first fitting function is derived to obtain a first derivative function; Substitute the current time into the first derivative function to obtain the first waiting time change rate; When the first waiting time change rate is greater than a preset value, the confirmation speed of the information confirmation module is accelerated until the first waiting time change rate does not exceed the preset value.

10. A one-order management system for water transit of "new three types" cargo transportation of ships according to claim 9, characterized in that: The forming of the preset value based on the historical data comprises the following steps: Get the average number of cargo ships arriving at the transshipment port every day based on historical data; Divide 24 hours by the average number of cargo ships to get the average time interval between cargo ships; A preset value is formed, satisfying that the preset value multiplied by the average time interval of cargo ships is less than an estimated value, and the estimated value is the smaller of the average time interval of cargo ships minus the first waiting time and the average time interval of cargo ships minus the second waiting time.

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