Navigation method and system for real-time monitoring and early warning of port vehicles

Abstract

The invention relates to the technical field of intelligent ports, in particular to a navigation method and system for real-time monitoring and early warning of port vehicles, and aims to solve the problem of how to solve the deviation between a preset scheduling plan and a real-time execution state caused by dynamic uncertainty of container truck vehicles outside a port so as to improve the dynamic adaptability of navigation. In order to solve the problem, the navigation method provided by the embodiment of the invention comprises the following steps: generating a preset route of an outer container truck vehicle and a preparation route of an inner vehicle according to a reservation record of the outer container truck vehicle and a scheduling plan of a port; when a deviation exists between the driving route and the preset route, predicting a theoretical time period when the outer container truck vehicle passes through each route key node on the preset route; obtaining the driving flow of each path key node in each theoretical time period, and updating the preset route according to the driving flow to obtain an updated route; and adjusting the preparation route according to the traffic change condition of the subsequent influence node.

Description

Technical Field

[0001] The present invention relates to the technical field of intelligent ports, and more particularly, to a navigation method and system for real-time monitoring and warning of port vehicles. Background Art

[0002] As an important hub of global trade, ports undertake a large number of tasks of loading, unloading, transporting, and storing goods. In the daily operations of ports, container trucks frequently carry out the transportation and loading / unloading operations of goods within the port, and the safety and efficiency of their operations directly affect the overall operation of the port.

[0003] Internal container trucks (internal yard trucks) belong to the internal vehicles of the terminal. Vehicle intelligent monitoring and dispatching systems based on GPS are installed on the vehicles, and they rely on the high-precision maps and real-time sensing networks preset in the port area to carry out operations. Although external container trucks (external yard trucks) can receive the operation tasks assigned by the port area, there are some problems when operating in the port area. The dynamic changes of factors such as the actual arrival time of external yard trucks, the real-time traffic conditions within the port area, and the operation time will make it difficult for external yard trucks to fully execute the operation according to the navigation route and time window of the preset dispatching plan, resulting in a deviation between the preset dispatching plan and the real-time operation status, and further affecting the resource dispatching efficiency and dynamic adaptability of the navigation system in the port area.

[0004] With the actual needs of port safety production, the traditional port vehicle monitoring and navigation methods can no longer meet the requirements of efficient and safe operation of ports. Therefore, there is an urgent need for a navigation method and system that can reasonably optimize the navigation route based on real-time dynamic data and dispatching strategies. Summary of the Invention

[0005] The problem solved by the present invention: How to solve the deviation between the preset dispatching plan and the real-time execution status of external yard trucks in ports due to dynamic uncertainties, so as to improve the dynamic adaptability of navigation.

[0006] To solve the above problems, an embodiment of the present invention provides a navigation method for real-time monitoring and warning of port vehicles. The navigation method includes: generating a preset route for external yard trucks and a preparatory route for internal vehicles according to the reservation records of external yard trucks and the dispatching plan of the port; adjusting the preset route according to the actual arrival time and real-time traffic flow data; when there is a deviation between the driving route and the preset route, predicting the theoretical time periods for the external yard trucks to pass through each path key node on the preset route; obtaining the driving flow at each path key node during each theoretical time period, and updating the preset route according to the driving flow to obtain an updated route; when the updated route reaches the target execution progress, obtaining the subsequent influence nodes of the updated route, and adjusting the preparatory route according to the traffic changes of the subsequent influence nodes.

[0007] Compared with the prior art, the technical effects achieved by adopting this technical solution are as follows: The determination of the preset route and the preparatory route fully considers the reservation records and the scheduling plan, which helps the port to grasp the internal and external vehicle demands in advance, balance the operation processes of internal and external vehicles according to specific demands, avoid resource waste, and improve the overall operation efficiency. By combining the real-time traffic flow data and the actual arrival time, the preset route can be dynamically optimized to avoid real-time traffic risks and reduce driving delays. By focusing on the key nodes of the path instead of tracking the entire route, the system calculation complexity can be effectively reduced, and the response speed of real-time monitoring and early warning can be improved. The calculation of the theoretical time period fully considers the real-time deviation between the driving route and the preset route and the passing characteristics of the key nodes, which helps to convert the route deviation into quantifiable time parameters. The driving flow quantifies the passing pressure of each key node of the path and provides data support for the adjustment of the driving route. Updating the route helps to ensure that the external container trucks always follow the optimal route, improving the driving and operation efficiency. The target execution progress, as the key node for judging whether to initiate the adjustment of the preparatory route, can effectively avoid ineffective scheduling. By identifying and monitoring in advance the passing changes of the subsequent influencing nodes, potential traffic risks can be effectively predicted and the preparatory route can be adjusted in a timely manner, significantly improving the efficiency, stability and risk resistance of the port operation.

[0008] In an embodiment of the present invention, the preset route is adjusted according to the actual arrival time and the real-time traffic flow data, which specifically includes: obtaining the theoretical traffic flow at the reserved arrival time according to the reservation record, comparing the theoretical traffic flow with the actual traffic flow at the actual arrival time to obtain the traffic flow difference; when the traffic flow difference is greater than the flow threshold, obtaining the stage destination of the external container truck and obtaining the optional paths to the stage destination; obtaining the optional nodes in each optional path, calculating the corrected time period for the external container truck to pass through each optional node, and selecting the optional path that replaces the preset route according to the corrected time period; if the traffic flow difference is less than or equal to the flow threshold, the reserved route does not need to be adjusted.

[0009] Compared with the prior art, the technical effects achieved by adopting this technical solution are as follows: The determination of the reserved arrival time helps to plan the resource allocation in advance and avoid the entrance congestion caused by multiple vehicles arriving at the port simultaneously. By calculating the traffic flow difference between the theoretical traffic flow and the actual traffic flow, it helps to dynamically adjust the preset route based on the real-time traffic flow data to ensure that the route planning adapts to the actual traffic operation state. By comparing the traffic flow difference with the flow threshold, it is ensured that the adjustment is triggered only when the traffic flow changes significantly, reducing the consumption of ineffective computing resources. Focusing on the stage destination can effectively avoid the computational redundancy of global replanning and improve the response speed of the navigation system. By comparing multiple optional paths to screen the optional routes, it avoids the scheduling rigidity caused by "single route dependence" and improves the flexibility and adaptability of the navigation.

[0010] In an embodiment of the present invention, optional nodes in each optional path are obtained, the corrected time periods for the external container trucks to pass through each optional node are calculated, and an optional path for replacing the preset route is selected according to the corrected time periods, which specifically includes: obtaining the road traffic conditions of the optional nodes within each corrected time period; calculating the unit influence duration generated by the external container trucks passing through the optional nodes according to the road traffic conditions; calculating the total influence duration corresponding to each optional path according to the unit influence duration, and determining the optional path for replacing the preset route according to the total influence duration and the driving distance.

[0011] Compared with the prior art, the technical effects achieved by adopting this technical solution are as follows: The calculation of the corrected time period fully considers the real-time traffic flow data, which helps to accurately estimate the time range for the external container trucks to reach the optional nodes. The road traffic conditions comprehensively reflect the actual traffic pressure at the optional nodes during the corrected time period, providing accurate data for the calculation of the unit influence duration. The unit influence duration converts the complex traffic states into quantifiable time costs, facilitating the horizontal comparison of the traffic efficiency of different optional nodes by the navigation system, and providing an intuitive time dimension index for the determination of the optional route. By comprehensively considering the total influence duration and the driving distance of each optional path, the navigation system can find a balance between efficiency and energy consumption, preferentially select the route with the lowest time cost and reasonable distance, and avoid decision-making biases caused by a single index.

[0012] In an embodiment of the present invention, when there is a deviation between the driving route and the preset route, the theoretical time periods for the external container trucks to pass through each path key node on the preset route are predicted, which specifically includes: determining the execution route of the external container trucks after the deviation according to the deviation section and the stage destination; obtaining the vehicle data of the external container trucks, and determining the start-stop rate and average driving speed of the external container trucks according to the vehicle data; calculating the theoretical time periods according to the start-stop rate and the average driving speed.

[0013] Compared with the prior art, the technical effects achieved by adopting this technical solution are as follows: By positioning the deviation section, the system can quickly identify the key path nodes that need to be recalculated, avoiding the redundant calculation of re-planning the entire route. The generation of the execution route takes into account the stage destination, ensuring that the external container trucks can still reach the stage destination after deviating from the original route. The start-stop rate quantifies the acceleration and deceleration time of the external container trucks, fully considering the impact of the start-stop process on the driving time. The average driving speed calculated based on the personalized data of the external container trucks avoids the "one-size-fits-all" speed assumption, helps to accurately quantify the driving time in combination with the dynamic characteristics of the vehicle, and improves the prediction accuracy of the subsequent theoretical time periods.

[0014] In one embodiment of the present invention, the driving flow of each path key node in each theoretical time period is obtained, and the preset route is updated according to the driving flow to obtain an updated route, which specifically includes: obtaining the predicted flow of the external container trucks passing through each path key node according to the preset route; comparing the predicted flow with the driving flow to obtain the nodes to be replaced on the preset route; selecting the replacement method of the nodes to be replaced according to the connection path between the nodes to be replaced and the subsequent path key nodes; and updating the preset route according to the replacement method to obtain the updated route.

[0015] Compared with the prior art, the technical effects achieved by adopting this technical solution are as follows: the prediction of the predicted flow provides benchmark data for subsequent real-time comparison. By comparing the predicted flow with the driving flow, the nodes to be replaced that cause the decline of the traffic efficiency due to abnormal flow are accurately positioned. By focusing on the nodes to be replaced with local inefficiency, the redundant calculation of re-planning the entire route is avoided, the response speed and efficiency of the navigation system are improved. The connection path fully considers the coherence between the nodes to be replaced and the subsequent path key nodes, avoiding route breaks or detours to inaccessible areas. Based on the connection characteristics between the nodes to be replaced and the subsequent path key nodes, a reasonable replacement method is selected, which can effectively improve the traffic efficiency, so as to realize the route update of "precision optimization and minimum cost".

[0016] In one embodiment of the present invention, comparing the predicted flow with the driving flow to obtain the nodes to be replaced on the preset route specifically includes: calculating the unit delay duration of passing through the path key node according to the predicted flow and the driving flow, and calculating the total delay duration of maintaining the preset route according to the unit delay duration; obtaining the congestion coefficient corresponding to the theoretical time period according to the real-time traffic flow data, and determining whether the path key node is a node to be replaced according to the total delay duration and the congestion coefficient.

[0017] Compared with the prior art, the technical effects achieved by adopting this technical solution are as follows: the unit delay duration converts the traffic flow difference into a calculable time cost, providing a quantitative basis for the replacement decision of the path key node. The total delay duration reflects the associated influence between each path key node. By accumulating the unit delay durations of the current node and its upstream path key nodes, the conduction and amplification effect of upstream delays on downstream is quantified, avoiding ignoring the chain reaction of the entire route by only focusing on the optimization of a single path key node, and providing a basis for systematic route adjustment. The congestion coefficient refines the influence of traffic flow difference on traffic, avoiding judging congestion only relying on traffic flow, thus improving the accuracy of judging the nodes to be replaced.

[0018] In an embodiment of the present invention, when the update route reaches the target execution progress, the subsequent affected nodes of the update route are obtained, and the preparatory route is adjusted according to the traffic change conditions of the subsequent affected nodes, which specifically includes: calculating the time influence range brought by the update route to the subsequent affected nodes; obtaining the target time for the internal vehicle to reach the subsequent affected node according to the preparatory route; when the target time is within the time influence range, adjusting the preparatory route according to the task type of the internal vehicle and the idle time period of the subsequent affected node; when the target time is outside the time influence range, the preparatory route does not need to be adjusted before driving to the subsequent affected node.

[0019] Compared with the prior art, the technical effects achieved by adopting this technical solution are as follows: The calculation of the time influence range helps to identify the congestion period of the subsequent affected nodes in advance, avoiding the passive response of the navigation system and the blind adjustment of the preparatory route. The target time clarifies the conflict time between the internal vehicle and the external container truck. Through the target time and the time influence range, it can be effectively judged whether the preparatory route needs to be adjusted. Adjusting the preparatory route according to the task type and the idle time period helps to ensure the timely completion of high-priority tasks preferentially, improving the overall scheduling efficiency and navigation flexibility.

[0020] In an embodiment of the present invention, when the target time is within the time influence range, adjusting the preparatory route according to the task type of the internal vehicle and the idle time period of the subsequent affected node specifically includes: when the time difference between the idle time period and the target time is less than or equal to the time threshold, reducing the comprehensive average speed of the internal vehicle and controlling the internal vehicle to pass through the subsequent affected node within the idle time period; when the time difference between the idle time period and the target time is greater than the time threshold, determining the adjustment method of the comprehensive average speed according to the priority of the task type.

[0021] Compared with the prior art, the technical effects achieved by adopting this technical solution are as follows: Using the time difference between the target time and the idle time period as the adjustment trigger condition and implementing a differential adjustment strategy for the comprehensive average speed in combination with the task type can efficiently utilize the idle resources of the node while ensuring the execution priority of each task type, thereby realizing the dynamic optimization of the preparatory route.

[0022] In one embodiment of the present invention, there is also provided a navigation system for real-time monitoring and warning of port vehicles. The navigation method described in the above embodiment is applied to this navigation system. The navigation system includes: a map module for generating a preset route and a preparatory route according to the reservation records of external container trucks and the scheduling plan of the port; an adjustment module for adjusting the preset route according to the actual arrival time and real-time traffic flow data; a prediction module for predicting the theoretical time period; an update module for updating the preset route. This navigation system has all the technical features of the above navigation method, which will not be elaborated here one by one. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 is one of the flowcharts of the navigation method; Figure 2 is the second flowchart of the navigation method; Figure 3 is the third flowchart of the navigation method; Figure 4 is the fourth flowchart of the navigation method; Figure 5 is the fifth flowchart of the navigation method; Figure 6 is the system schematic diagram of the navigation system; DESCRIPTION OF REFERENCE NUMERALS: 100 - Navigation system; 110 - Map module; 120 - Adjustment module; 130 - Prediction module; 140 - Update module. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0024] To make the above objects, features, and advantages of the present invention more apparent and understandable, the following detailed description of the specific embodiments of the present invention is provided in conjunction with the accompanying drawings.

[0025]

First Embodiment

[0026] In steps S100 and S200, the reservation record refers to the reservation information submitted by the external container truck before port operation, including the reservation arrival time, transportation task, vehicle basic information, etc. The scheduling plan refers to the resource allocation plan formulated within the port, including the allocation and time arrangement of resources such as internal container trucks, handling equipment, and warehouse storage locations. The preset route is the optimal route pre-planned for the external container truck from the port entrance to the target operation point according to the reservation record and the scheduling plan. The reserve route is the optimal operation route pre-planned for the internal container truck according to the reservation record and the scheduling plan. The actual arrival time refers to the specific time when the external container truck actually arrives at the port entrance. The real-time traffic flow data refers to the traffic data of the internal roads of the port at the actual arrival time, usually including real-time traffic volume, average speed, and congestion status information.

[0027] It should be noted that the external container truck receives tasks through a dedicated port APP and makes a reservation before entering the port for operation, so that the port scheduling system can reserve corresponding resources and generate a preset route and a reserve route. When the external container truck travels according to the preset route and the internal container truck travels according to the reserve route, the scheduling plan of the day is theoretically in the optimal state of resource matching and the operation efficiency is the highest. However, the actual arrival time may deviate from the reserved arrival time due to traffic congestion or weather and other factors, resulting in the original route no longer having the advantage of traffic efficiency due to real-time traffic flow changes. At this time, the preset route needs to be corrected through a subsequent dynamic adjustment mechanism to ensure that the coordination of the internal and external container operation processes is not affected by actual deviations.

[0028] In steps S300 and S400, the driving route refers to the real-time navigation route followed by the external container truck during the actual driving process in the port. The path key node refers to the key position points in the preset route that have a greater impact on traffic efficiency, such as intersections and the entrances and exits of the handling operation areas. The theoretical time period refers to the specific time interval when it is expected to pass through each subsequent path key node in the preset route when the driving route of the external container truck deviates from the preset route. The driving flow refers to the actual traffic volume at each path key node during each theoretical time period. The update route refers to the new navigation route generated by adjusting the preset route according to the driving flow.

[0029] In step S500, the target execution progress refers to the phased completion standard that the updated route needs to achieve. The subsequent affected nodes refer to the key nodes that are directly or indirectly affected due to the change in the driving route in the subsequent driving path after the external container truck travels along the updated route. The traffic change situation refers to the changes in traffic parameters such as traffic flow, driving speed, and queue length of the subsequent affected nodes after the updated route is executed.

[0030] It should be noted that the subsequent affected nodes are the key nodes of the downstream path that may cause chain congestion or efficiency fluctuations after the updated route is executed, usually including the intersection nodes of the updated route and the preset route in the subsequent path, and the key nodes of the path adjacent to the updated route.

[0031] For example, when the adjusted preset route is the east entrance of the port - main road X1 - main road X2 - loading and unloading area Y1, and the driving route is the east entrance of the port - main road X2 - main road X3 - loading and unloading area Y1, and it is monitored in real time that the driving flow of main road X3 is relatively high during the theoretical time period, which will cause congestion of external container trucks. Therefore, the updated route is the east entrance of the port - main road X2 - main road X4 - loading and unloading area Y1. Then the target execution progress is to pass through the key connection node Z2 of main road X2 and main road X4. When the updated route reaches the path key node Z2, it means that the target execution progress is achieved, and the subsequent affected nodes of the updated route can be obtained.

[0032] The determination of the preset route and the preparatory route fully considers the reservation records and scheduling plans, which helps the port to grasp the needs of internal and external vehicles in advance, balance the operation processes of internal and external vehicles according to specific needs, avoid resource waste, and improve the overall operation efficiency. Combining real - time traffic flow data with the actual arrival time can dynamically optimize the preset route, avoid real - time traffic risks, reduce driving delays. By focusing on path key nodes instead of tracking the entire route, the system calculation complexity can be effectively reduced, and the response speed of real - time monitoring and early warning can be improved. The calculation of the theoretical time period fully considers the real - time deviation between the driving route and the preset route and the traffic characteristics of key nodes, which helps to convert the route deviation into quantifiable time parameters. The driving flow quantifies the traffic pressure of each path key node and provides data support for the adjustment of the driving route. The updated route helps to ensure that external container trucks always follow the optimal route, improve driving and operation efficiency. The target execution progress, as the key node for judging whether to start the adjustment of the preparatory route, can effectively avoid ineffective scheduling. By identifying and monitoring the traffic changes of subsequent affected nodes in advance, potential traffic risks can be effectively predicted and the preparatory route can be adjusted in time, significantly improving the efficiency, stability and risk resistance of port operations.

[0033]

Second Embodiment

[0034] In steps S210 and S220, the reserved arrival time refers to the specific time when the external container truck plans to arrive at the port entrance submitted through the reservation record, usually including accurate time information such as date, hour, and minute. The theoretical traffic flow refers to the planned traffic flow on the preset route inside the port at the reserved arrival time. The actual traffic flow refers to the real-time traffic flow on the preset route inside the port at the actual arrival time. The traffic flow difference refers to the absolute value of the difference between the theoretical traffic flow and the actual traffic flow. The flow threshold refers to the average traffic flow of the preset route in the historical congestion state. The congestion state refers to the critical threshold at which the actual traffic flow on the preset route exceeds its designed traffic capacity, and is accompanied by a significant decline in traffic efficiency. The stage destination refers to the current target position of the external container truck inside the port, such as the temporary parking area and the entrance of the loading and unloading area. The alternative route refers to multiple drivable routes from the port entrance where the external container truck is located to the stage destination.

[0035] In steps S230 and S240, the alternative node refers to a key position that has a greater impact on traffic efficiency in the alternative route, such as intersections and forks. The corrected time period refers to the estimated time interval for the external container truck to travel from the current position to pass through the alternative node calculated in combination with the real-time traffic flow data. The alternative route refers to the optimal alternative route of the preset route screened through the corrected time period.

[0036] It should be noted that based on the road network structure and historical traffic data of the port electronic map, the port navigation system pre-constructs a port alternative node library, marks the nodes that affect traffic efficiency, such as intersections, confluence points, or the entrances of bottleneck sections, which connect each branch section in the route, as alternative nodes. When generating alternative routes, the navigation system automatically screens the nodes belonging to the alternative node library in the route as alternative nodes, and determines the corrected time period according to the average vehicle speed of the external container truck and the traffic flow, signal cycle, speed limit, etc. of each alternative node.

[0037] For example, when the optional node is the access road entrance N1, the number of queuing vehicles in front of the external truck is 3, the current time is 10:00:00, the real-time traffic flow at the access road entrance N1 is 6 vehicles per minute, the signal light cycle is 60s, the green light duration is 30s, the average driving speed of the external truck is 20km / h, and the length of the access road entrance N1 is 111m, then the longest queuing waiting time of the external truck is 90s, and the passing time is 20s, so the correction time period is 10:00:00~10:01:50.

[0038] Determining the scheduled arrival time helps to plan resource allocation in advance and avoid entrance congestion caused by multiple vehicles arriving at the port simultaneously. Calculating the traffic flow difference between the theoretical traffic flow and the actual traffic flow helps to dynamically adjust the preset route based on real-time traffic flow data, ensuring that the route planning adapts to the actual traffic operation state. Comparing the traffic flow difference with the flow threshold ensures that adjustments are only triggered when the traffic flow changes significantly, reducing the consumption of invalid computing resources. Focusing on the stage destination can effectively avoid the computational redundancy of global replanning and improve the response speed of the navigation system. Screening optional routes by comparing multiple optional paths can avoid the scheduling rigidity caused by "single route dependence" and improve the flexibility and adaptability of navigation.

[0039]

Third Embodiment

[0040] In steps S231 and S233, the road traffic conditions refer to the real-time traffic operation state of the optional nodes within the correction time period, usually including traffic flow, passing speed, and queuing length, etc. The unit influence duration refers to the additional waiting or deceleration time generated when the external truck passes through a single optional node due to poor road traffic conditions. The total influence duration refers to the sum of the unit influence durations of all optional nodes in each optional path, and the driving distance refers to the actual physical length of the optional path.

[0041] It should be noted that external container trucks entering from other entrances of the port area may also pass through the optional nodes during the correction period, resulting in the actual traffic volume at the nodes being higher than the predicted value of a single entrance and even causing regional congestion. Therefore, it is necessary to integrate information such as reservation records, real-time positioning data, and traffic flow collected by sensors at multiple entrances through the port scheduling system, and comprehensively calculate the global traffic conditions of the optional nodes during the correction period.

[0042] For example, when the optional node is the auxiliary road entrance N1, it was originally expected that there would be 3 vehicles queuing in front of the external container trucks, and the longest queuing waiting time was 90s. However, 5 additional external container trucks entering from other entrances will enter the current road section during the correction period and queue up to drive into the auxiliary road entrance N1. Then, the number of vehicles queuing in front of the external container trucks will become 8. When the current time when the external container trucks start queuing is 10:00:00, the real-time traffic volume at the auxiliary road entrance N1 is 6 vehicles per minute, the signal light cycle is 60s, the green light duration is 30s, the average driving speed of the external container trucks is 20km / h, and the length of the auxiliary road entrance N1 is 111m. Then, the longest queuing waiting time of the external container trucks is 170s, and the passing time is 20s. The unit impact duration is the additional queuing waiting time caused by 5 additional external container trucks, that is, 80s.

[0043] The calculation of the correction period fully considers the real-time traffic flow data, which helps to accurately estimate the time range for external container trucks to reach the optional nodes. The road traffic conditions comprehensively reflect the actual traffic pressure of the optional nodes during the correction period, providing accurate data for the calculation of the unit impact duration. The unit impact duration converts the complex traffic states into quantifiable time costs, facilitating the horizontal comparison of the traffic efficiency of different optional nodes by the navigation system, providing an intuitive time dimension index for the determination of the optional routes. By comprehensively considering the total impact duration and driving distance of each optional path, the navigation system can find a balance between efficiency and energy consumption, and preferentially select the route with the lowest time cost and reasonable distance, avoiding decision-making biases caused by a single index.

[0044]

Fourth Embodiment

[0045] In steps S310 to S330, the deviation section refers to the specific section where the actual driving route of the external container truck differs from the adjusted preset route. The execution route refers to the temporary driving path re-planned by the navigation system based on the stage destination and real-time road conditions after the deviation occurs. Vehicle data refers to the physical characteristics and operating capacity parameters of the external container truck, including load tonnage, body length, engine power, braking performance, etc. The start-stop rate refers to the acceleration when the external container truck starts and the deceleration when it stops. The average driving speed refers to the average speed of the external container truck in a non-start-stop state, which is usually affected by factors such as road conditions, load, and speed limits.

[0046] It should be noted that temporary construction, sudden accidents, or driver operation errors within the port area can all lead to dynamic changes in the road conditions, causing the external container truck to deviate from the preset route. When the deviation occurs, the navigation system generally generates an execution route dynamically based on the real-time position of the deviation section, the stage destination, and the subsequent sections of the preset route that have not been traveled yet. This execution route usually follows the principle of "shortest detour", that is, it selects a feasible path that can return to the subsequent key nodes of the preset route the fastest, ensuring that the vehicle continues to drive along the original planned direction after correcting the deviation. Since the execution route may include newly added sections of temporary detours, the theoretical time periods for the external container truck to pass through each key node on the preset route will change accordingly. At this time, the theoretical time periods for the external container truck to pass through each key node need to be recalculated.

[0047] For example, when the time of route deviation of the external container truck is 11:00:00, and the distance from the entrance of the deviation section to the nearest target path key node is 0.6 km. When the start-stop rate is 0.5 m / s 2 , the number of start-stop times is 1, and the average driving speed is 20 km / h, it is calculated that the time taken for the external container truck to reach the target path key node is the sum of the driving time and the start-stop time, that is, 131 s. Then the specific arrival time is 11:02:11. When driving along the preset route, the theoretical time period for the external container truck to pass through the target path key node is 11:01:00~11:01:20, that is, it takes 20 s to pass through the target path key node. According to the specific arrival time and the time taken to pass through the target path key node, the theoretical time period after deviating from the route is calculated as 11:02:11~11:02:31.

[0048] By locating deviation sections, the system can quickly identify the key path nodes that need to be recalculated, avoiding redundant calculations for full-route replanning. The generation of the execution route takes into account the stage destinations, ensuring that the external container trucks can still reach the stage destinations after deviating from the original route. The start-stop rate quantifies the acceleration and deceleration time of the external container trucks, fully considering the impact of the start-stop process on the travel time. The average travel speed calculated based on the personalized data of the external container trucks avoids the "one-size-fits-all" speed assumption, helps to accurately quantify the travel time in combination with the vehicle's dynamic characteristics, and improves the prediction accuracy of subsequent theoretical time periods.

[0049]

Fifth Embodiment

[0050] In steps S410 and S420, the expected flow refers to the expected traffic flow of each key path node in each theoretical time period when the external container trucks pass through each key path node according to the preset route. The driving flow refers to the expected traffic flow of each key path node in each newly generated theoretical time period after deviating from the route. The nodes to be replaced refer to the key path nodes that need to be replaced from the preset route due to the inconsistency between the driving flow and the expected flow, resulting in a significant decline in traffic efficiency.

[0051] In steps S430 and S440, the connection path refers to the feasible connection route between the node to be replaced and the subsequent key nodes in the preset route. The replacement method refers to the adjustment strategy for the node to be replaced, such as selecting a new alternative node and optimizing the driving flow of the node to be replaced. The specific replacement methods include detouring, diverting, adjusting speed, and changing traffic signals, etc.

[0052] It should be noted that the selection of the replacement method needs to be based on the actual traffic capacity of the connection path, ensuring that the updated route can not only avoid the congestion or inefficiency problems of the nodes to be replaced but also be smoothly connected with the subsequent key path nodes to form a complete and efficient new route.

[0053] The prediction of the expected traffic flow provides benchmark data for subsequent real-time comparison. By comparing the expected traffic flow with the driving traffic flow, the nodes to be replaced that cause the decline in traffic efficiency due to abnormal traffic flow can be accurately located. By focusing on the nodes to be replaced with local inefficiency, the redundant calculations of replanning the entire route are avoided, the response speed and efficiency of the navigation system are improved, the coherence between the nodes to be replaced and the key nodes of the subsequent route is fully considered in the connection path, and the occurrence of route breaks or detours to inaccessible areas is avoided. Based on the connection characteristics between the nodes to be replaced and the key nodes of the subsequent route, a reasonable replacement method is selected, which can effectively improve the traffic efficiency, thereby realizing the route update of "precision optimization and minimum cost".

[0054]

Sixth Embodiment

[0055] In steps S421 and S422, the unit delay duration refers to the additional time for an external truck to pass through a single key node of the path due to the difference between the driving traffic flow and the expected traffic flow. The total delay duration refers to the cumulative delay time generated by the external truck during the process of maintaining the preset route due to the congestion or traffic flow overlimit of multiple nodes to be replaced. The total delay duration of the current node to be replaced is the sum of the unit delay durations of the current node to be replaced and all its upstream nodes to be replaced. The congestion coefficient is an index indicating the congestion degree of each key node of the path within the theoretical time period calculated according to the real-time traffic flow data. The calculation formula of the congestion coefficient kc is: kc = α×(fr÷ft) + β×(1 - vr÷vt) + γ×(dr÷dt).

[0056] Where, fr is the driving traffic flow of the key node of the path, ft is the traffic flow threshold of the key node of the path, vr is the average driving speed of the external truck passing through the key node of the path, vt is the benchmark driving speed of the key node of the path when passing smoothly, vt is usually calculated according to historical data, dr is the real-time queuing length of the external truck in front of the key node of the path, dt is the maximum queuing length of the key node of the path when passing smoothly, α, β, and γ are the weight coefficients of each index, satisfying α + β + γ = 1, usually α > β > γ. When kc ≥ 0.8, the key node of the path is marked.

[0057] For example, an external container truck passes through the path key node A at 10:00:00 - 10:00:20 according to the preset route and passes through the path key node B at 10:10:00 - 10:10:20. However, due to route deviation, the theoretical time period for the external container truck to pass through the path key node A changes to 10:02:00 - 10:02:20, and it passes through the path key node B at 10:13:00 - 10:13:20. Moreover, there are differences in the driving flow and expected flow of the path key node A and the path key node B within the new theoretical time period. If the unit delay duration for the external container truck to pass through the path key node A is 30 s and the total delay duration is 50 s, and the unit delay duration for passing through the path key node B is 20 s, then the total delay duration for passing through the path key node B can be calculated as 70 s. When the congestion coefficients of both the path key node A and the path key node B exceed 0.8, it is determined that both the path key node A and the path key node B are nodes to be replaced.

[0058] The unit delay duration converts the traffic flow difference into a calculable time cost, providing a quantitative basis for the replacement decision of path key nodes. The total delay duration reflects the associated impact among path key nodes. By accumulating the unit delay durations of the current node and its upstream path key nodes, the conduction and amplification effect of upstream delays on downstream are quantified, avoiding only focusing on the optimization of a single path key node and ignoring the chain reaction of the entire route, providing a basis for systematic route adjustment. The congestion coefficient refines the impact of traffic flow difference on traffic, avoiding relying solely on traffic flow to judge congestion, thereby improving the accuracy of the judgment of nodes to be replaced.

[0059]

Seventh Embodiment

[0060] In steps S510 to S540, the time influence range refers to the range of travel time fluctuations of subsequent affected nodes caused by the updated route after the implementation of the updated route. The target time refers to the time when the internal vehicle in the preparatory route arrives at the subsequent affected node according to the original plan, usually referring to the arrival time when the internal vehicle has not passed through the subsequent affected node. The task type refers to the type of task executed by the internal vehicle, such as emergency delivery or ordinary delivery. The idle time period refers to the time window during which the subsequent affected node is not occupied and can pass smoothly within the time influence range.

[0061] It should be noted that when the target time is outside the time influence range, it indicates that there is no conflict in the travel time of the internal vehicle and the external truck at the subsequent affected node, and there is no need to adjust the preparatory route. When the target time is within the time influence range, it indicates that there may be a conflict in the travel time of the internal vehicle and the external truck at the subsequent affected node, and the preparatory route needs to be dynamically adjusted in combination with the priority of the task type and the idle time period of the node.

[0062] Calculating the time influence range helps to identify the congested periods of subsequent affected nodes in advance, avoiding the passive response of the navigation system and the blind adjustment of the preparatory route. The target time clarifies the conflict time between the internal vehicle and the external truck. Through the target time and the time influence range, it can be effectively judged whether the preparatory route needs to be adjusted. Adjusting the preparatory route according to the task type and the idle time period helps to ensure the timely completion of high-priority tasks first, improving the overall scheduling efficiency and navigation flexibility.

[0063]

Eighth Embodiment

[0064] In steps S531 and S532, the time difference refers to the absolute value of the time interval between the target time and the start time of the idle time period. The time threshold is the acceptable time deviation critical value preset by the navigation system according to the idle time period, usually not exceeding the duration of the idle time period. The comprehensive average speed refers to the average driving speed of the internal vehicle on the preparatory route. When calculating the comprehensive average speed, the time losses in processes such as acceleration, deceleration, and parking waiting need to be considered. The adjustment method is the specific adjustment strategy of the comprehensive average speed determined according to the time difference and the task type.

[0065] For example, when the time impact range of the updated route on the subsequent affected node C is 11:10:00~11:20:00, and the idle time period is 11:17:20~11:20:00, if the target time of the internal vehicle is 11:15:30, then the time difference between the target time and the start time of the idle time period is less than the time threshold. By reducing the comprehensive average speed of the internal vehicle and extending the driving time of the internal vehicle, the internal vehicle can pass through the subsequent affected node C during the idle time period. If the target time of the internal vehicle is 11:21:30, then the time difference between the target time and the start time of the idle time period is greater than the time threshold. At this time, it is determined according to the task priority whether to wait for the next idle time period, or to increase the comprehensive average speed so that the internal vehicle can pass through the subsequent affected node C during the current idle time period, or to change the preparatory route.

[0066] Taking the time difference between the target time and the idle time period as the adjustment trigger condition, and implementing a differential adjustment strategy for the comprehensive average speed in combination with the task type, can efficiently utilize the node idle resources while ensuring the execution priority of each task type, thereby realizing the dynamic optimization of the preparatory route.

[0067]

Ninth Embodiment

[0068] Although the present invention is disclosed as above, the present invention is not limited thereto. Any person skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the scope defined by the claims.

Claims

1. A navigation method for real-time monitoring and early warning of port vehicles, characterized in that: The navigation method comprises: Generating a preset route for the external container truck and a prepared route for the internal vehicle according to the reservation record of the external container truck and the dispatch plan of the port; Adjusting the preset route according to the actual arrival time and real-time traffic flow data; When the driving route deviates from the preset route, predict the theoretical time period for the external container truck to pass through each key node on the preset route; Obtaining the driving flow of each key node of the path in each theoretical time period, and updating the preset route according to the driving flow to obtain an updated route; When the updated route reaches the target execution progress, the subsequent impact nodes of the updated route are obtained, and the prepared route is adjusted according to the traffic change of the subsequent impact nodes.

2. The navigation method according to claim 1, characterized in that: The adjusting of the preset route according to the actual arrival time and the real-time traffic flow data specifically includes: Obtaining the theoretical vehicle flow at the scheduled arrival time according to the reservation record, and comparing the theoretical vehicle flow with the actual vehicle flow at the actual arrival time to obtain a vehicle flow difference; When the vehicle flow difference is greater than the flow threshold, the stage destination of the external container truck is obtained, and an optional path to the stage destination is obtained; Obtaining the optional nodes in each of the optional paths, calculating the modified time period for the external container truck to pass through each of the optional nodes, and selecting an optional route to replace the preset route according to the modified time period; If the traffic flow difference is less than or equal to the traffic flow threshold, the scheduled route does not need to be adjusted.

3. The navigation method according to claim 2, characterized in that: The obtaining of the optional nodes in each of the optional paths, calculating the corrected time period for the external container truck to pass through each of the optional nodes, and selecting an optional route to replace the preset route according to the corrected time period specifically includes: Obtaining the road traffic conditions of the optional nodes within each correction time period; Calculate the unit impact time caused by the external container truck passing through the optional node according to the road traffic conditions; The total impact duration corresponding to each of the optional paths is calculated according to the unit impact duration, and the optional route that replaces the preset route is determined according to the total impact duration and the driving distance.

4. The navigation method according to claim 3, characterized in that: When the driving route deviates from the preset route, predicting the theoretical time period for the external container truck to pass through each key node on the preset route specifically includes: Determine the execution route of the external container truck after the deviation occurs according to the deviation section and the stage destination; Acquire vehicle data of the external container truck, and determine the start / stop rate and average travel speed of the external container truck according to the vehicle data; The theoretical time period is calculated according to the start-stop rate and the average driving speed.

5. The navigation method according to claim 4, characterized in that: The step of obtaining the driving flow of each key node of the path in each theoretical time period, and updating the preset route according to the driving flow to obtain the updated route specifically includes: Obtaining the estimated flow of the external container truck passing through each of the key nodes of the path according to the preset route; Comparing the predicted flow rate with the driving flow rate to obtain the node to be replaced on the preset route; Selecting a replacement method for the node to be replaced according to a connection path between the node to be replaced and a subsequent key node of the path; The preset route is updated according to the replacement method to obtain the updated route.

6. The navigation method according to claim 5, characterized in that: The comparing the predicted flow rate with the driving flow rate to obtain the node to be replaced of the preset route specifically includes: Calculate the unit delay time of passing through the key nodes of the path according to the expected flow rate and the driving flow rate, and calculate the total delay time of maintaining the preset route according to the unit delay time; The congestion coefficient corresponding to the theoretical time period is obtained according to the real-time traffic flow data, and whether the key node of the path is the node to be replaced is determined according to the total delay time and the congestion coefficient.

7. The navigation method according to claim 6, characterized in that: When the updated route reaches the target execution progress, the subsequent impact node of the updated route is obtained, and the prepared route is adjusted according to the traffic change of the subsequent impact node, which specifically includes: Calculate the time impact range of the subsequent impact node due to the updated route; Obtaining a target time for the internal vehicle to arrive at the subsequent impact node according to the prepared route; When the target time is within the time influence range, adjusting the preparatory route according to the task type of the internal vehicle and the idle time period of the subsequent influence node; When the target time is outside the time influence range, the preparatory route does not need to be adjusted before traveling to the subsequent influence node.

8. The navigation method according to claim 7, characterized in that: When the target time is within the time influence range, adjusting the preparatory route according to the task type of the internal vehicle and the idle time period of the subsequent influence node specifically includes: When the time difference between the idle time period and the target time is less than or equal to a time threshold, reducing the comprehensive average speed of the internal vehicle, and controlling the internal vehicle to pass through the subsequent impact node within the idle time period; When the time difference between the idle time period and the target time is greater than a time threshold, the adjustment method of the comprehensive average speed is determined according to the priority of the task type.

9. A navigation system for real-time monitoring and early warning of port vehicles, characterized in that: The navigation method according to any one of claims 1 to 8 is applied to the navigation system, the navigation system comprising: A map module, the map module is used to generate the preset route and the reserve route according to the reservation record of the external container truck vehicle and the dispatch plan of the port; An adjustment module, the adjustment module is used to adjust the preset route according to the actual arrival time and the real-time traffic flow data; A prediction module, the prediction module is used to predict the theoretical time period; An updating module, wherein the updating module is used to update the preset route.

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