Dynamic management regulation and control method, system and equipment for wharf buffer area and storage medium

Abstract

The invention discloses a wharf buffer area dynamic management regulation and control method, system and device based on an FMS system and a storage medium, the buffer area is automatically expanded and shrunk based on the occupation threshold value of the buffer area and the vehicle ratio, and the site utilization rate is improved; a buffer area is divided into a conventional operation buffer area, an emergency priority buffer area and a standby buffer area according to operation requirements, and the buffer areas are classified into a composite buffer area and a general buffer area, so that refined resource allocation and management are realized, and the vehicle operation fluency and the resource utilization rate are improved; a buffer area shielded by the quay crane is recognized and closed, time waste is reduced, and passing efficiency and safety are improved; the state of the buffer area is displayed in real time through a front-end interface, a mechanism that the manual operation priority is higher than the system automatic adjustment is supported, and practicability is enhanced; different types of operation vehicles are subjected to differentiated path planning and dynamic adjustment, the vehicle waiting and driving time is shortened, and the overall operation efficiency of a wharf is improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of smart terminal operation management, and specifically relates to a terminal buffer zone dynamic management and control method, system, equipment and storage medium based on an FMS system. Background Art

[0002] In existing terminal loading and unloading operations, a certain number of buffer areas are typically set up around quay cranes (QCs) after a ship berths. These areas are used to manage the passage of container trucks (i.e., vehicles) before loading and unloading containers, or to temporarily wait. These buffer areas are often fixed after the ship docks and cannot be dynamically adjusted based on the ship's position (such as bow and stern positions), the real-time coordinates of the quay cranes, the number of vehicles online, or real-time operational needs.

[0003] The existing buffer area is statically configured and lacks dynamic adjustment and optimization capabilities. It has the following main disadvantages: 1. Static configuration, lack of dynamic optimization: The number and location of buffer zones are fixed at the start of operations, preventing them from being flexibly increased or decreased based on the actual number of trucks, vessel locations, and progress of quay crane operations. When the number of vehicles on the line surges, the buffer zones are insufficient, leading to congestion. However, when the number of vehicles decreases, the buffer zones become excessive, reducing site utilization.

[0004] 2. Inability to combine obstructions with traffic flow conditions for real-time opening and closing: Some quay cranes have solid leg sections that block the corresponding buffer zones, making them impassable. However, traditional systems lack the ability to identify and close these buffer zones in real time, potentially causing vehicles to mistakenly enter impassable areas, resulting in wasted time and reduced efficiency.

[0005] 3. Unclear regional divisions and underutilized priorities: Existing technical solutions lack detailed demarcation of emergency priority zones, routine operation zones, and standby zones, resulting in a lack of flexibility in vehicle allocation and route planning. High-priority vehicles may be unable to quickly find appropriate buffer zones, resulting in reduced smoothness and impacting overall operational efficiency.

[0006] 4. Lack of intelligent threshold control and route planning optimization: The current system lacks precise management of occupancy and vehicle ratio thresholds, and is unable to automatically adjust the number of buffer zones based on real-time data. The lack of route planning optimization algorithms prevents vehicles from providing the shortest or optimal driving paths, resulting in reduced vehicle traffic efficiency and limited terminal operating efficiency and traffic capacity. Summary of the Invention

[0007] In response to the above problems, the main purpose of the present invention is to design a method, system, equipment and storage medium for dynamic management and control of the terminal buffer zone based on the FMS system, and to solve the technical problems of no dynamic adjustment and poor optimization capability caused by the static configuration of the buffer zone through dynamic optimization of the buffer zone.

[0008] In order to achieve the above purpose, the present invention adopts the following technical solutions: A method for dynamic management and control of a terminal buffer zone based on an FMS system includes data collection and initialization, buffer zone function division and attribute classification, dynamic start / stop and capacity adjustment, buffer zone status and front-end display management, and vehicle path planning. The method specifically includes the following steps: The data acquisition and initialization collects terminal information and initializes the configuration of the ship berthing based on the terminal information, including the lock station area, turning area, and buffer zone, and pre-activates the corresponding number of buffer zones; The buffer zone function division and attribute classification divides the buffer zone into regular operation buffer zone, emergency priority buffer zone, and standby buffer zone; and is classified according to whether the buffer zone has a lock station attribute, including composite buffer zone and general buffer zone; The dynamic start-stop and capacity adjustment is carried out by collecting and continuously monitoring the occupancy of the activated buffer zone in real time through the FMS system, and dynamically adjusting the buffer zone; The buffer status and front-end display management are displayed on the FMS system interface according to the status and classification of the buffer; the buffer status includes closed, available, reserved, occupied and locked station occupied, which are distinguished by the interface color of the FMS system; the buffer classification is distinguished by the thickness of the FMS system interface border; The vehicle path planning, the FMS system uses the path planning algorithm to calculate in real time the shortest driving path for the vehicle from the designated work location to the predetermined buffer zone and the target work point based on the occupancy of the buffer zone.

[0009] As a further description of the present invention, during the data collection and initialization process, the terminal information includes ship berthing information, real-time coordinates of the quay crane, the number of online vehicles and the number of planned vehicles for terminal operations, and the ship berthing information includes bow coordinates and stern coordinates.

[0010] As a further description of the present invention, during the data collection and initialization process, initializing the configuration of the ship berthing includes the following steps: According to the initial operation information of the ship, lock station areas and turning areas are reserved on both sides of the bow and stern; Calculate the number of regular operation buffer zones based on the number of online vehicles and the ratio of the number of preset regular operation buffer zones to the number of online vehicles, and activate a corresponding number of regular operation buffer zones based on the calculation result; Multiple emergency priority buffer zones and multiple standby buffer zones are activated by default on both sides of the bow and stern.

[0011] As a further description of the present invention, in the process of buffer function division and attribute classification, the buffer is classified according to whether it has a lock station attribute, including a compound buffer and a general buffer; a buffer with a single-sided lock station or a double-sided lock station is a compound buffer, and a buffer without a lock station is a general buffer.

[0012] As a further description of the present invention, during the process of buffer zone function division and attribute classification, three units are initially activated in the emergency priority buffer zone and are distributed at the ends of the buffer zone near the bow and stern; The conventional operation buffer zone starts from the emergency priority zone at the bow and stern of the ship and gradually extends to the middle of the buffer zone; The standby buffer zone initially activates three units, which are distributed in the buffer zone away from the bow and stern.

[0013] As a further description of the present invention, during the dynamic start-stop and capacity adjustment process, dynamic tuning is performed based on the occupancy of the activated buffer, including the following steps: The upper and lower thresholds are set based on the buffer occupancy. The occupancy expression is: Occupancy rate = number of occupied buffers / number of activated regular job buffers; If the occupancy rate exceeds the upper threshold within the preset time period, the number of regular job buffers will be increased; If the occupancy rate falls below the lower threshold within a preset time period, the number of regular job buffers is closed; For the buffer zone that is blocked by the legs of the quay crane and cannot be passed through, projection calculation is performed based on the real-time coordinates of the connected quay crane to identify and close the blocked buffer zone.

[0014] As a further description of the present invention, during the vehicle path planning process, vehicles operating at the disassembly and assembly lock station give priority to the composite buffer path, while ordinary operating vehicles give priority to the general buffer path.

[0015] A terminal buffer zone dynamic management and control system based on an FMS system, which is used to implement the aforementioned management and control method, includes a data acquisition and initialization module, a buffer zone function division and attribute classification module, a dynamic start / stop and capacity adjustment strategy module, a buffer zone status and front-end display management module, and a vehicle path planning and optimization module. The data acquisition and initialization module collects terminal information, including ship berthing information, real-time coordinates of quay cranes, the number of online vehicles, and the number of vehicles planned for terminal operations. Based on the terminal information, it initializes the ship berthing configuration, including reserving the station lock area, the turning area, and activating the corresponding number of buffer zones. The buffer function division and attribute classification module divides the buffer into a regular operation buffer, an emergency priority buffer, and a standby buffer, and classifies the buffer into a composite buffer and a general buffer based on whether the buffer has a station lock attribute; The dynamic start-stop and capacity adjustment strategy module collects and monitors the occupancy of activated buffer zones in real time through the FMS system, and dynamically adjusts the occupancy based on the set occupancy threshold. When the occupancy exceeds the upper threshold, a regular operation buffer zone is added; when the occupancy falls below the lower threshold, some buffer zones are closed, and buffer zones that are inaccessible due to obstruction by the quay crane legs are identified and closed. The buffer status and front-end display management module displays the status and classification of the buffer on the FMS system interface. The status includes closed, available, reserved, occupied, and locked, and is distinguished by color; the classification is distinguished by the thickness of the interface border; The vehicle path planning and optimization module, the FMS system uses a path planning algorithm to calculate in real time the shortest driving path for the vehicle from the designated work location to the predetermined buffer zone and the target work point based on the occupancy of the buffer zone.

[0016] An electronic device comprising a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other via the communication bus, and the memory is used to store a computer program; The processor is configured to execute the above method by running the computer program stored in the memory.

[0017] A computer-readable storage medium stores a computer program, wherein the computer program implements the above method when executed by a processor.

[0018] Compared with the prior art, the technical effects of the present invention are: The present invention provides a method, system, device and storage medium for dynamic management and control of terminal buffer zone based on FMS system. The system includes data acquisition and initialization module, buffer zone function division and attribute classification module, dynamic start-stop and capacity adjustment strategy module, buffer zone status and front-end display management module, and vehicle path planning and optimization module. The method includes data acquisition and initialization, buffer zone function division and attribute classification, dynamic start-stop and capacity adjustment, buffer zone status and front-end display management, and vehicle path planning. The present invention automatically expands and contracts the number of buffer zones based on the buffer zone occupancy threshold and vehicle ratio to meet the real-time business needs of the terminal buffer zone, flexibly increases and decreases the buffer zone to improve site utilization; the buffer zone is divided into regular operation buffer zone and emergency priority buffer zone according to operation needs. The dash area, standby buffer zone, and buffer zone are classified into composite buffer zone and general buffer zone to ensure the availability of different operation priorities and functional requirements, realize refined resource allocation and management, and improve vehicle operation smoothness and resource utilization; for the traffic obstacles caused by the solid area of the quay crane, the buffer zone is identified by projection calculation through access to the real-time coordinates of the quay crane, and is closed in a targeted manner to prevent vehicles from mistakenly entering inaccessible areas, reduce time waste and improve traffic efficiency and safety; the buffer zone status is displayed in real time through the front-end interface, and a mechanism is supported to give manual operation priority over the system's automatic adjustment to enhance practicality; path planning optimization is increased, and differentiated path planning and dynamic adjustment are carried out for different types of operating vehicles to reduce vehicle waiting and driving time and improve the overall operation efficiency of the terminal. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 Schematic diagram of the overall method of the present invention. DETAILED DESCRIPTION

[0020] The present invention is described in detail below with reference to the accompanying drawings: In one embodiment of the present invention, a method for dynamic management and control of a terminal buffer zone based on an FMS system is disclosed. Figure 1 As shown in the figure, by introducing dynamic activation, deactivation, expansion and contraction, type zoning, attribute classification, status monitoring and path optimization strategies, the buffer zone resources can be managed in a refined and dynamic manner, thus improving the overall operation efficiency of the terminal and the smoothness of vehicle traffic.

[0021] The FMS (Fleet Management System) is the core management platform for unmanned vehicle dispatching in smart terminals. Its functional modules include: The Task Scheduling Module manages the operational tasks of autonomous vehicles, including the allocation and dispatch of tasks such as loading, unloading, and transshipment. Based on the operational plans issued by the Terminal Operation System (TOS), this module combines terminal operating rules with real-time scenarios to pre-schedule and dynamically adjust empty and loaded vehicle tasks, ultimately determining the appropriate buffer zone selection strategy.

[0022] Vehicle Status Management Module: This module monitors the operating status of all operating vehicles in real time, including battery level, fault conditions, current location, and other information. This module provides a visual representation through the FMS front-end system interface, enabling fault alarms and battery threshold reminders to ensure continuous and reliable operation of participating vehicles.

[0023] Path Planning: Based on the terminal topology map integrated into the FMS, the module uses the A* path planning algorithm and incorporates real-time information such as lane congestion, lane closures, and obstacles to calculate the optimal path for each vehicle. This module supports dynamic path updates, avoids path conflicts, and improves overall operational fluidity. It is a key foundation for achieving globally optimal buffer path scheduling.

[0024] The quay crane interaction management module enables operational coordination with quay cranes (QCs) and other loading and unloading equipment, such as rail-mounted cranes. Based on the crane's operating status, this module dynamically schedules vehicle entry and exit from the operating lanes. This includes determining whether vehicles are ready for upshifting and controlling whether they wait in the buffer zone or queue for entry, ensuring that buffer zone utilization is synchronized with the loading and unloading rhythm.

[0025] TOS System Interconnection Module: This module serves as the interface between the FMS and the TOS. It receives tasks assigned by the TOS and transmits vehicle operation status in real time, ensuring that TOS task scheduling is consistent with vehicle execution. Dynamic buffer management and vehicle routing optimization are both based on TOS tasks.

[0026] Quay Crane Dynamic Response Module: This module pre-adjusts vehicle routing and buffer zone status by receiving information about quay crane operating position changes from the TOS or ECS (Equipment Control System). When dynamic quay crane operations cause target position changes, vehicles can temporarily park in the buffer zone and re-enter the operating channel when the new position becomes available, ensuring synchronized operation between vehicles and equipment.

[0027] In summary, the FMS system, through the collaborative operation of these multiple functional modules, establishes an intelligent scheduling closed loop between vehicles, tasks, routes, and buffer zones in terminal operations, thereby supporting the practical implementation of the "Dynamic Management and Control Method for Terminal Buffer Zones" proposed in this paper. This system not only meets the requirements for real-time dynamic adjustment of buffer zones but also improves overall terminal operational efficiency and resource utilization through route optimization and task coordination.

[0028] Specifically, in this embodiment, the method includes data collection and initialization, buffer zone function division and attribute classification, dynamic start and stop and capacity adjustment, buffer zone status and front-end display management, and vehicle path planning, specifically including the following steps: The data acquisition and initialization collects terminal information and initializes the configuration of the ship berthing based on the terminal information, including the lock station area, turning area, and buffer zone, and pre-activates the corresponding number of buffer zones; The buffer zone function division and attribute classification divides the buffer zone into regular operation buffer zone, emergency priority buffer zone, and standby buffer zone; and is classified according to whether the buffer zone has a lock station attribute, including composite buffer zone and general buffer zone; The dynamic start-stop and capacity adjustment is carried out by collecting and continuously monitoring the occupancy of the activated buffer zone in real time through the FMS system, and dynamically adjusting the buffer zone; The buffer status and front-end display management are displayed on the FMS system interface according to the status and classification of the buffer; the buffer status includes closed, available, reserved, occupied and locked station occupied, which are distinguished by the interface color of the FMS system; the buffer classification is distinguished by the thickness of the FMS system interface border; The vehicle path planning, the FMS system uses the path planning algorithm to calculate in real time the shortest driving path for the vehicle from the designated work location to the predetermined buffer zone and the target work point based on the occupancy of the buffer zone.

[0029] This embodiment specifically analyzes the data collection and initialization, buffer zone function division and attribute classification, dynamic start and stop and capacity adjustment, buffer zone status and front-end display management, and vehicle path planning in the above method steps. The content is as follows: 1. Data collection and initialization Data collection and initialization provide the foundation for subsequent buffer zone association and vehicle routing planning. The data source is terminal information, including vessel berthing information (including bow and stern coordinates), real-time quay crane (QC) coordinates, the number of online vehicles (x), and the number of vehicles scheduled for terminal operations. Monitoring the number of online vehicles and congestion information can be replaced by RFID sensors and camera-based intelligent recognition systems. Real-time monitoring extracts vehicle data, including the number of stops, and determines whether there is a congestion, improving data accuracy. Congestion occurs when vehicles are parked in non-operating lanes waiting to enter the buffer zone. Congestion should be avoided when traffic in non-operating lanes is high, and is typically monitored using an FMS system.

[0030] In this embodiment, the configuration of initializing the ship berthing according to the terminal information includes the following steps: According to the initial operation information of the ship, lock station areas and turning areas are reserved on both sides of the bow and stern; Calculate the number of regular operation buffers based on the number of online vehicles x and the ratio between the number of preset regular operation buffers and the number of online vehicles, and activate the corresponding number of regular operation buffers based on the calculation result; Multiple emergency priority buffer zones and multiple standby buffer zones are activated by default on both sides of the bow and stern.

[0031] In this embodiment, the lock station area and the turning area are calculated based on the coordinates of the bow and stern. Specifically, the width of the entire area is configurable and has a default value. The turning area is located on both sides of the bow and stern and is 14 meters long (default configuration). The lock station area is located outside the turning area at both ends of the bow and stern and is 30 meters long by default.

[0032] In addition, in this embodiment, during the above initialization configuration process, the number of regular operation buffers y and the number of online vehicles x generally satisfy a ratio of 2:1, that is, y = x / 2. If the calculated result is not an integer, it is rounded up.

[0033] 2. Buffer zone function division and attribute classification Buffer function division and attribute classification meet different priorities and operation requirements, and improve the efficiency of buffer zone utilization.

[0034] In this embodiment, buffer zone attribute classification is based on whether or not the buffer zone has a lock station attribute, including composite buffer zones and general buffer zones. The lock station attribute is determined and assigned by the FMS. Buffer zones with a single or dual lock station are composite buffer zones, which can be used for areas involving lock stations during vehicle up / down shifts. Buffer zones without a lock station are general buffer zones, providing only waiting and passing functions. Buffer zones are functionally divided into emergency priority buffer zones, routine operation buffer zones, and standby buffer zones.

[0035] Emergency priority buffer zone: used for rapid response to vehicles in emergency or temporary loading and unloading tasks. Three units are initially activated and are generally located near the bow and stern ends of the buffer zone to facilitate rapid entry and exit. Conventional Operation Buffer Zone: This zone provides waiting and passing space for vehicles with normal priority to enter and exit the buffer zone. It starts from the emergency priority zones at the bow and stern of the ship and gradually extends to the middle of the buffer zone. Standby buffer zone: provides waiting space for low-priority vehicles that are not yet involved in the operation. Initially, three units are activated, which are generally distributed in the buffer zone away from the bow and stern.

[0036] 3. Dynamic start and stop and capacity adjustment Dynamic start / stop and capacity adjustment dynamically adjusts the number of buffer zones according to actual demand, improving the flexibility and efficiency of terminal operations.

[0037] In this embodiment, when a job is in progress, dynamic tuning of the buffer is performed based on the occupancy of the activated buffer, including the following steps: The upper and lower thresholds are set based on the buffer occupancy. The occupancy expression is: Occupancy rate = number of occupied buffers / number of activated regular job buffers; If the occupancy rate exceeds the upper threshold within the preset time period, the number of regular job buffers will be increased; If the occupancy rate falls below the lower threshold within a preset time period, the number of regular job buffers is closed; For buffer zones blocked by quay crane (QC) legs, projection calculations are performed based on the real-time coordinates of the connected quay cranes to identify and close the blocked buffer zones. Typically, the FMS system interfaces with the upstream port's TOS system. The TOS issues the coordinates of the QC's corresponding footpoints and projects the two footpoints onto the buffer zones. The overlapping areas are blocked and unusable.

[0038] It should be noted that the aforementioned buffer zone occupancy thresholds and preset time periods can be adaptively adjusted based on seasonality, vessel type, or workload characteristics. Specifically, in this embodiment, the preset time period is typically set to 10 consecutive minutes; the upper threshold is set at 80%, and the lower threshold is set at 50%. These upper and lower thresholds are typically empirically determined based on the principle of optimizing overall space utilization. The number of newly added or closed buffer zones is adjusted based on actual demand. In this embodiment, three buffer zones are added or closed, with the number of newly added regular operation buffer zones increasing turnover capacity and the number of closed regular operation buffer zones reducing resource waste.

[0039] 4. Buffer status and front-end display management Buffer status and front-end display management make it easy for operators to understand the usage of the buffer in real time and perform manual intervention and optimization.

[0040] In this embodiment, buffer status includes but is not limited to closed, available, reserved, occupied, and occupied by a station lock. Typically, in the FMS interface, the closed state is gray, indicating unavailable; the available state is blue, indicating no vehicles or reservations, and ready for immediate use; the reserved state is yellow, indicating it is vacant but assigned to a specific vehicle; the occupied state is red, indicating a vehicle is physically parked; and the occupied state is purple, indicating that a related operation is occupying the buffer. Compound buffers within the buffer classification are indicated by thick borders, while general buffers are indicated by thin borders. Manual operation can prioritize changing the state, and the specific adjustment logic can be automatically optimized based on manual operation.

[0041] 5. Vehicle Path Planning Vehicle routing planning optimizes vehicle routes, reduces waiting time and travel distance, and improves the overall efficiency of terminal operations.

[0042] In this embodiment, the FMS system dynamically manages the buffer zone and uses a path planning algorithm to calculate in real time the shortest driving path for the vehicle to reach the predetermined buffer zone and the target operation point from the designated operation bay.

[0043] Specifically, in this embodiment, the path planning algorithm calculates the vehicle's travel path in real time, employing any existing path planning algorithm, not just one. During the path planning process, the traditional A* algorithm is employed. The specific calculation process is as follows: the starting point is set to the vehicle's current location, and the end point is determined to be a predetermined target destination. When searching for a path, the selection of waypoints requires a comprehensive and systematic traversal of all available buffer zones. By comparing the total lengths of different path options, the shortest path is selected as the optimal path.

[0044] During vehicle routing planning, the priority strategy prioritizes composite buffer routes for vehicles performing assembly and disassembly operations, while general buffer routes are preferred for vehicles performing general operations. Specifically, a vehicle's mission attributes include tasks that require or do not require a lock station. Therefore, composite buffer routes and general buffer routes are defined above. For tasks requiring or requiring a lock station, composite buffer routes must be used for path points. For tasks not requiring a lock station, both routes can be used.

[0045] The above content provides a technical solution from data collection, initial configuration, dynamic capacity adjustment, status identification to route optimization. Through the real-time monitoring and automatic decision-making of the FMS system, it realizes the refined and dynamic management of the dock buffer area.

[0046] The above embodiments disclose the dynamic management and control method of the present invention. Compared with the prior art, the method of the present invention has the following advantages: 1. The present invention automatically expands or contracts the number of buffer zones based on the buffer zone occupancy threshold and vehicle ratio, meeting the real-time business needs of the terminal buffer zone, flexibly increasing or decreasing the buffer zone, and improving site utilization. 2. The present invention divides the buffer zone into regular operation buffer zone, emergency priority buffer zone, and standby buffer zone according to operational requirements, and categorizes the buffer zone into composite buffer zone and general buffer zone, ensuring the availability of different operational priorities and functional requirements, achieving refined resource allocation and management, and improving vehicle operation smoothness and resource utilization; 3. This invention addresses traffic obstructions caused by solid areas of quay cranes by projecting and calculating the real-time coordinates of the quay cranes to identify buffer zones and then closing them in a targeted manner, preventing vehicles from straying into inaccessible areas. This reduces time wastage and improves traffic efficiency and safety. 4. The present invention displays the buffer status in real time through the front-end interface and supports a mechanism in which manual operation takes priority over automatic adjustment by the system, thus enhancing practicality; 5. The present invention adds path planning optimization, performs differentiated path planning and dynamic adjustment for different types of operating vehicles, reduces vehicle waiting and driving time, and improves the overall operating efficiency of the terminal.

[0047] In another embodiment of the present invention, a terminal buffer zone dynamic management and control system based on an FMS system is disclosed. The system is used to implement the above-mentioned management and control method, and includes a data acquisition and initialization module, a buffer zone function division and attribute classification module, a dynamic start-stop and capacity adjustment strategy module, a buffer zone status and front-end display management module, and a vehicle path planning and optimization module. The data acquisition and initialization module collects terminal information, including ship berthing information, real-time coordinates of quay cranes, the number of online vehicles, and the number of vehicles planned for terminal operations. Based on the terminal information, it initializes the ship berthing configuration, including reserving the station lock area, the turning area, and activating the corresponding number of buffer zones. The buffer function division and attribute classification module divides the buffer into a regular operation buffer, an emergency priority buffer, and a standby buffer, and classifies the buffer into a composite buffer and a general buffer based on whether the buffer has a station lock attribute; The dynamic start-stop and capacity adjustment strategy module collects and monitors the occupancy of activated buffer zones in real time through the FMS system, and dynamically adjusts the occupancy based on the set occupancy threshold. When the occupancy exceeds the upper threshold, a regular operation buffer zone is added; when the occupancy falls below the lower threshold, some buffer zones are closed, and buffer zones that are inaccessible due to obstruction by the quay crane legs are identified and closed. The buffer status and front-end display management module displays the status and classification of the buffer on the FMS system interface. The status includes closed, available, reserved, occupied, and locked, and is distinguished by color; the classification is distinguished by the thickness of the interface border; The vehicle path planning and optimization module, the FMS system uses a path planning algorithm to calculate in real time the shortest driving path for the vehicle from the designated work location to the predetermined buffer zone and the target work point based on the occupancy of the buffer zone.

[0048] Another embodiment of the present invention further includes an electronic device, which may include a processor and a memory storing computer program instructions.

[0049] Specifically, in this embodiment, the processor may include a central processing unit (CPU), a specific integrated circuit, or may be configured as one or more integrated circuits of this embodiment. The memory may include a large-capacity storage for data or instructions, including but not limited to a hard disk drive (HDD), a floppy disk drive, flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, the memory may include removable or non-removable (or fixed) media. In certain embodiments, the memory is non-volatile solid-state memory. In certain embodiments, the memory includes read-only memory (ROM). Where appropriate, the ROM may be a mask-programmable ROM, a programmable ROM (PROM), an erasable programm ...

[0050] The processor implements the management and control method disclosed above by reading and executing computer program instructions stored in the memory.

[0051] It should also be noted that the electronic device of this embodiment may also include a communication interface and a communication bus. The processor, memory, and communication interface are connected via the communication bus and communicate with each other. The communication interface is primarily used to enable communication between the various units, modules, devices, or equipment in the embodiments of the present invention.

[0052] The communication bus mentioned above includes hardware, software or a combination of both, coupling the components of the online data flow device to each other. Where appropriate, the communication bus may include one or more buses.

[0053] In addition, in combination with the management and control method in the above embodiment, the embodiment of the present invention can be implemented by providing a computer storage medium, on which computer program instructions are stored; the computer program instructions are executed by a processor to implement the above management and control method.

[0054] It should be clear that the present invention is not limited to the methods, systems, and devices disclosed above, but also includes various changes, modifications, and additions made by those skilled in the art based on the ideas of the present invention, or changes in the order of steps.

[0055] When the present invention is implemented in hardware, it may be an electronic circuit, an application-specific integrated circuit, appropriate firmware, a plug-in, a function card, etc.; when implemented in software, the elements of the present invention are programs or code segments used to perform the required tasks. The programs or code segments may be stored in a machine-readable medium or uploaded via a data signal carried in a carrier wave over a transmission medium or communication link. "Machine-readable medium" may include any medium capable of storing or transmitting information, such as an electronic circuit, a semiconductor memory device, ROM, flash memory, erasable ROM (EROM), a floppy disk, an optical disk, a hard disk, an optical fiber, a radio frequency link, etc. The code segments may be downloaded via a computer network such as the Internet or an intranet.

[0056] The above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit the scope of the present invention. Other modifications or equivalent substitutions made to the technical solutions of the present invention by ordinary technicians in this field should be included in the scope of the claims of the present invention as long as they do not depart from the spirit and scope of the technical solutions of the present invention.

Claims

1. A method for dynamic management and control of terminal buffer zone based on FMS system, characterized in that: The method includes data collection and initialization, buffer zone function division and attribute classification, dynamic start and stop and capacity adjustment, buffer zone status and front-end display management, and vehicle path planning, specifically including the following steps: The data acquisition and initialization collects terminal information and initializes the configuration of the ship berthing based on the terminal information, including the lock station area, turning area, and buffer zone, and pre-activates the corresponding number of buffer zones; The buffer zone function division and attribute classification divides the buffer zone into regular operation buffer zone, emergency priority buffer zone, and standby buffer zone; and is classified according to whether the buffer zone has a lock station attribute, including composite buffer zone and general buffer zone; The dynamic start-stop and capacity adjustment is carried out by collecting and continuously monitoring the occupancy of the activated buffer zone in real time through the FMS system, and dynamically adjusting the buffer zone; The buffer status and front-end display management are displayed on the FMS system interface according to the status and classification of the buffer; the buffer status includes closed, available, reserved, occupied and locked station occupied, which are distinguished by the interface color of the FMS system; the buffer classification is distinguished by the thickness of the FMS system interface border; The vehicle path planning, the FMS system uses the path planning algorithm to calculate in real time the shortest driving path for the vehicle from the designated work location to the predetermined buffer zone and the target work point based on the occupancy of the buffer zone.

2. The method for dynamic management and control of terminal buffer zones based on an FMS system according to claim 1, characterized in that: During the data collection and initialization process, the terminal information includes ship berthing information, real-time coordinates of the quay crane, the number of online vehicles, and the number of planned vehicles for terminal operations. The ship berthing information includes the bow coordinates and the stern coordinates.

3. The method for dynamic management and control of terminal buffer zones based on an FMS system according to claim 2, characterized in that: During the data collection and initialization process, the configuration of the ship berthing is initialized, including the following steps: According to the initial operation information of the ship, lock station areas and turning areas are reserved on both sides of the bow and stern; Calculate the number of regular operation buffer zones based on the number of online vehicles and the ratio of the number of preset regular operation buffer zones to the number of online vehicles, and activate a corresponding number of regular operation buffer zones based on the calculation result; Multiple emergency priority buffer zones and multiple standby buffer zones are activated by default on both sides of the bow and stern.

4. The method for dynamic management and control of terminal buffer zones based on an FMS system according to claim 3, characterized in that: During the process of buffer zone function division and attribute classification, buffer zones are classified according to whether they have lock station attributes, including compound buffer zones and general buffer zones. Buffer zones with single-side lock stations or double-side lock stations are compound buffer zones, and buffer zones without lock stations are general buffer zones.

5. The method for dynamic management and control of terminal buffer zones based on an FMS system according to claim 3, characterized in that: During the process of buffer zone function division and attribute classification, three units are initially activated in the emergency priority buffer zone, and they are distributed at the ends of the buffer zone close to the bow and stern; The conventional operation buffer zone starts from the emergency priority zone at the bow and stern of the ship and gradually extends to the middle of the buffer zone; The standby buffer zone initially activates three units, which are distributed in the buffer zone away from the bow and stern.

6. The method for dynamic management and control of terminal buffer zones based on an FMS system according to claim 1, characterized in that: During dynamic start / stop and capacity adjustment, dynamic tuning is performed based on the occupancy of the activated buffers, including the following steps: The upper and lower thresholds are set based on the buffer occupancy. The occupancy expression is: Occupancy rate = number of occupied buffers / number of activated regular job buffers; If the occupancy rate exceeds the upper threshold within the preset time period, the number of regular job buffers will be increased; If the occupancy rate falls below the lower threshold within a preset time period, the number of regular job buffers is closed; For the buffer zone that is blocked by the legs of the quay crane and cannot be passed through, projection calculation is performed based on the real-time coordinates of the connected quay crane to identify and close the blocked buffer zone.

7. The method for dynamic management and control of terminal buffer zones based on an FMS system according to claim 1, characterized in that: During the vehicle route planning process, vehicles operating at the disassembly and assembly lock station will give priority to the composite buffer zone route, while vehicles operating at ordinary stations will give priority to the general buffer zone route.

8. A dynamic management and control system according to any one of claims 1 to 7, characterized in that: The system includes a data acquisition and initialization module, a buffer zone function division and attribute classification module, a dynamic start-stop and capacity adjustment strategy module, a buffer zone status and front-end display management module, and a vehicle path planning and optimization module. The data acquisition and initialization module collects terminal information, including ship berthing information, real-time coordinates of quay cranes, the number of online vehicles, and the number of vehicles planned for terminal operations. Based on the terminal information, it initializes the ship berthing configuration, including reserving the station lock area, the turning area, and activating the corresponding number of buffer zones. The buffer function division and attribute classification module divides the buffer into a regular operation buffer, an emergency priority buffer, and a standby buffer, and classifies the buffer into a composite buffer and a general buffer based on whether the buffer has a station lock attribute; The dynamic start-stop and capacity adjustment strategy module collects and monitors the occupancy of activated buffer zones in real time through the FMS system, and dynamically adjusts the occupancy based on the set occupancy threshold. When the occupancy exceeds the upper threshold, a regular operation buffer zone is added; when the occupancy falls below the lower threshold, some buffer zones are closed, and buffer zones that are inaccessible due to obstruction by the quay crane legs are identified and closed. The buffer status and front-end display management module displays the status and classification of the buffer on the FMS system interface. The status includes closed, available, reserved, occupied, and locked, and is distinguished by color; the classification is distinguished by the thickness of the interface border; The vehicle path planning and optimization module, the FMS system uses a path planning algorithm to calculate in real time the shortest driving path for the vehicle from the designated work location to the predetermined buffer zone and the target work point based on the occupancy of the buffer zone.

9. An electronic device comprising a processor, a communication interface, a memory and a communication bus, wherein: The processor, the communication interface and the memory communicate with each other via the communication bus, wherein the memory is used to store computer programs; The processor is configured to execute the method according to any one of claims 1 to 7 by running the computer program stored in the memory.

10. A computer-readable storage medium, characterized in that: The storage medium stores a computer program, wherein the computer program implements the method according to any one of claims 1 to 7 when executed by a processor.

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