Wharf buffer dynamic management regulation method, system, device and storage medium

Abstract

The application discloses a wharf buffer zone dynamic management regulation method, system, device and storage medium based on an FMS system, automatically expands and shrinks the buffer zone based on the occupancy threshold of the buffer zone and the vehicle ratio, improves the site utilization rate, divides the buffer zone into a regular operation buffer zone, an emergency priority buffer zone and a standby buffer zone according to operation requirements, classifies the buffer zone into a composite buffer zone and a general buffer zone, realizes fine resource allocation and management, improves vehicle operation fluency and resource utilization rate, identifies and closes the buffer zone blocked by a shore-to-ship crane, reduces time waste and improves traffic efficiency and safety, displays the buffer zone state in real time through a front-end interface, supports a mechanism that manual operation priority is higher than system automatic adjustment, enhances practicability, and performs differentiated path planning and dynamic adjustment on different types of operation vehicles, reduces vehicle waiting and driving time, and improves the overall operation efficiency of the wharf.

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 docks. These areas are used to manage the passage of 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:

[0004] 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.

[0005] 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.

[0006] 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.

[0007] 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

[0008] In view of the above problems, the main purpose of the present application is to design a wharf buffer zone dynamic management regulation method, system, device and storage medium based on FMS system, which solves the technical problems of no dynamic adjustment and poor optimization ability caused by static configuration of the buffer area through dynamic optimization of the buffer area.

[0009] In order to achieve the above purpose, the present application adopts the following technical scheme:

[0010] A wharf buffer zone dynamic management regulation method based on FMS system, which comprises data acquisition and initialization, buffer zone function division and attribute classification, dynamic start and stop and capacity adjustment, buffer zone state and front end display management, vehicle path planning, and specifically comprises the following steps:

[0011] The data acquisition and initialization collects wharf information, and initializes the configuration of ship berthing according to the wharf information, including lock station area, turning area and buffer zone, and pre-activates a corresponding number of buffer zones;

[0012] The buffer zone function division and attribute classification divide the buffer zone into regular operation buffer zone, emergency priority buffer zone and standby buffer zone; and classify according to whether the buffer zone has a lock station attribute, including composite buffer zone and general buffer zone;

[0013] The dynamic start and stop and capacity adjustment collect and continuously monitor the occupation of the activated buffer zone in real time through the FMS system, and dynamically optimize the buffer zone;

[0014] The buffer zone state and front end display management display the state and classification of the buffer zone on the interface of the FMS system; the state of the buffer zone includes closed, available, reserved, occupied and locked station occupied, and is distinguished by the color of the interface of the FMS system; the classification of the buffer zone is distinguished by the thickness of the border of the interface of the FMS system;

[0015] The vehicle path planning calculates the shortest driving path of the vehicle from the specified operation berth to the reserved buffer zone and the target operation point in real time by using the path planning algorithm according to the occupation of the buffer zone.

[0016] As a further description of the present application, in the data acquisition and initialization process, the wharf information includes ship berthing information, real-time coordinates of shore cranes, online vehicle quantity and wharf operation plan vehicle quantity, and the ship berthing information includes ship head coordinates and ship tail coordinates.

[0017] As a further description of the present application, in the data acquisition and initialization process, the initialization of the configuration of ship berthing comprises the following steps:

[0018] According to the initial operation information of the ship, a lock station area and a turning area are reserved on both sides of the ship head and the ship tail.

[0019] According to the number of online vehicles and the proportional relationship between the preset number of regular operation buffer zones and the number of online vehicles, the number of regular operation buffer zones is calculated, and the corresponding number of regular operation buffer zones is activated according to the calculation result;

[0020] A plurality of emergency priority buffer zones and a plurality of standby buffer zones are activated by default on both sides of the bow and the stern.

[0021] As a further description of the application, in the process of buffer zone function division and attribute classification, the buffer zones are classified according to whether they have a lock station attribute, including composite buffer zones and general buffer zones; the buffer zones with single-sided lock station or double-sided lock station are composite buffer zones, and the buffer zones without lock station are general buffer zones.

[0022] As a further description of the application, in the process of buffer zone function division and attribute classification, the emergency priority buffer zone is initially activated by 3 units, and is distributed at the end of the buffer zone close to the bow and the stern.

[0023] The regular operation buffer zone starts from the emergency priority zone of the bow and the stern, and gradually extends to the middle of the buffer zone.

[0024] The standby buffer zone is initially activated by 3 units, and is distributed at a position away from the bow and the stern.

[0025] As a further description of the application, in the process of dynamic start and stop and capacity adjustment, dynamic optimization is performed according to the occupation situation of the activated buffer zones, including the following steps:

[0026] Threshold upper limit and threshold lower limit are set based on the occupation situation of the buffer zones, and the occupation rate expression is:

[0027] The occupation rate = the number of occupied buffer zones / the number of activated regular operation buffer zones.

[0028] If the occupation rate exceeds the set threshold upper limit within a preset time period, the number of regular operation buffer zones is increased.

[0029] If the occupation rate is lower than the set threshold lower limit within a preset time period, the number of regular operation buffer zones is closed.

[0030] For the buffer zone blocked by the leg of the quay crane, the blocked buffer zone is identified and closed by projection calculation based on the real-time coordinates of the quay crane.

[0031] As a further description of the application, in the process of vehicle path planning, the disassembly and assembly lock station operation vehicle preferentially selects the composite buffer zone path, and the ordinary operation vehicle preferentially selects the general buffer zone path.

[0032] A wharf buffer zone dynamic management and regulation system based on an FMS system, which is used for realizing the management and regulation method, comprises 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 state and front-end display management module, and a vehicle path planning and optimization module.

[0033] The data acquisition and initialization module collects wharf information, including ship berthing information, shore crane real-time coordinates, online vehicle quantity, and wharf operation plan vehicle quantity, and initializes the configuration of ship berthing based on the wharf information, including reserving a locking station area and a turning area, and activating a corresponding number of buffer zones.

[0034] The buffer zone function division and attribute classification module divides the buffer zones into regular operation buffer zones, emergency priority buffer zones, and standby buffer zones, and classifies them into composite buffer zones and general buffer zones according to whether the buffer zones have a locking station attribute.

[0035] The dynamic start-stop and capacity adjustment strategy module collects and monitors the occupation of the activated buffer zones in real time through the FMS system, dynamically optimizes based on a set occupation rate threshold, adds a regular operation buffer zone when the occupation rate exceeds the upper threshold, closes part of the buffer zones when the occupation rate is below the lower threshold, and identifies and closes the buffer zones that cannot pass due to shore crane leg obstruction.

[0036] The buffer zone state and front-end display management module displays the state and classification of the buffer zones on the FMS system interface, the state includes closed, available, reserved, occupied, and locked station occupied, and the classification is distinguished by the thickness of the interface border.

[0037] The vehicle path planning and optimization module uses a path planning algorithm to calculate the shortest driving path of a vehicle from a specified operation berth to a predetermined buffer zone and a target operation point in real time according to the occupation of the buffer zones.

[0038] An electronic device comprises a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory complete communication with each other through the communication bus, the memory is used to store a computer program.

[0039] The processor is used to run the computer program stored on the memory to realize the above-mentioned method.

[0040] A computer-readable storage medium, the storage medium stores a computer program, wherein the computer program is executed by a processor to realize the above-mentioned method.

[0041] Compared with the prior art, the technical effect of the present application is:

[0042] The application provides a wharf buffer zone dynamic management regulation method, system, device and storage medium based on an FMS system. The system comprises 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 state and front-end display management module, and a vehicle path planning and optimization module. The method comprises data acquisition and initialization, buffer zone function division and attribute classification, dynamic start-stop and capacity adjustment, buffer zone state and front-end display management, and vehicle path planning. The application automatically expands and shrinks the number of buffer zones based on the occupancy threshold of the buffer zone and the vehicle ratio, meets the real-time business needs of the wharf buffer zone, flexibly increases and decreases the buffer zone to improve the site utilization rate, divides the buffer zone into a regular operation buffer zone, an emergency priority buffer zone and a standby buffer zone according to the operation needs, classifies the buffer zone into a composite buffer zone and a general buffer zone, guarantees the availability of different operation priorities and functional requirements, realizes fine resource allocation and management, improves the vehicle operation fluency and the resource utilization rate, identifies the buffer zone by projecting and calculating the real-time coordinates of the shore-based crane, and specifically closes the buffer zone to avoid the vehicle from entering the area that cannot be passed, reduce the time waste and improve the traffic efficiency and safety, displays the buffer zone state on the front-end interface in real time, supports the mechanism that the manual operation priority is higher than the system automatic adjustment, and enhances the practicability. The path planning optimization is increased, the path planning and dynamic adjustment are differentiated for different types of operation vehicles, the vehicle waiting and driving time is reduced, and the overall operation efficiency of the wharf is improved. BRIEF DESCRIPTION OF DRAWINGS

[0043] Figure 1 It is a whole method flowchart of the application. DETAILED DESCRIPTION

[0044] The application will be described in detail below with reference to the drawings:

[0045] In one embodiment of the application, a wharf buffer zone dynamic management regulation method based on an FMS system is disclosed. As shown in FIG. 1, the method comprises the following steps: Figure 1 As shown in FIG. 1, the method comprises the following steps:

[0046] The FMS (Fleet Management System) system is a core management platform for intelligent wharf unmanned vehicle scheduling, and the function modules thereof specifically comprise:

[0047] Task scheduling module: responsible for the management of the automatic driving vehicle's tasks, including the allocation and issuance of tasks such as loading, unloading, and transferring. Based on the task plan issued by the TOS (Terminal Operation System), combined with the terminal operation rules and real-time scene, the module pre-schedules and dynamically adjusts the tasks of empty and heavy vehicles, and then determines a reasonable buffer zone selection strategy.

[0048] Vehicle state management module: real-time monitoring of the running state of all working vehicles, including power, fault condition, current position and other information. The module is visually presented through the FMS front-end system interface, realizing functions such as fault alarm and power threshold reminder, to ensure that the vehicles participating in scheduling have continuous and reliable running capability.

[0049] Path planning module: based on the terminal topology map integrated by FMS, using A* path planning algorithm, combined with real-time information such as lane congestion, closure, and obstacles, the module calculates the optimal traffic path for each vehicle. The module supports dynamic updating of the path, avoids path conflicts, and improves the overall operation smoothness, which is an important foundation for achieving globally optimal buffer zone path scheduling.

[0050] Quay crane interaction management module: realizes the operation coordination with quay cranes (QCs) and rail-mounted gantry cranes and other handling equipment. According to the bridge crane operation state, the module dynamically arranges the vehicle to enter and exit the operation lane, including judging whether the vehicle has the conditions to go up the rack, controlling it to wait or queue in the buffer zone, and ensuring that the buffer zone usage and handling rhythm are kept in synchronization.

[0051] TOS system interface module: this module serves as the interface between the FMS system and the TOS, receives the task distributed by the TOS, and transmits the vehicle operation state in real time, ensuring that the task scheduling of the TOS system is consistent with the vehicle execution in a closed loop. The dynamic management of the buffer zone and the optimization of the vehicle path are both based on the TOS task.

[0052] Quay crane dynamic response module: this module pre-adjusts the vehicle path and buffer zone residence state by receiving the quay crane operation berth change information provided by the TOS or ECS (Equipment Control System). When the target berth changes due to dynamic quay crane operation, the vehicle can temporarily park in the buffer zone, and then enter the operation channel after the new berth is available, ensuring the synchronization and coordination of vehicle and equipment operation.

[0053] In summary, the FMS system works collaboratively through the above-mentioned multiple functional modules, building an intelligent scheduling closed loop among vehicles, tasks, paths, and buffer zones in terminal operation, thereby supporting the practical implementation of the "terminal buffer zone dynamic management and control method" proposed by the present application. The system not only meets the real-time dynamic adjustment needs of the buffer zone, but also improves the overall terminal operation efficiency and resource utilization rate through path optimization and task coordination.

[0054] Specifically, the method comprises data collection and initialization, buffer function division and attribute classification, dynamic start-stop and capacity adjustment, buffer state and front-end display management, and vehicle path planning, and specifically comprises the following steps:

[0055] The data collection and initialization collects wharf information and initializes the configuration of ship berthing according to the wharf information, including the locking station area, the turning area, and the buffer area, and activates a corresponding number of buffer areas in advance;

[0056] The buffer function division and attribute classification divide the buffer area into a regular operation buffer area, an emergency priority buffer area, and a standby buffer area, and classify the buffer area according to whether it has a locking station attribute, including a composite buffer area and a general buffer area;

[0057] The dynamic start-stop and capacity adjustment collect and continuously monitor the occupation of the activated buffer area in real time through the FMS system to dynamically optimize the buffer area;

[0058] The buffer state and front-end display management display the state and classification of the buffer area on the interface of the FMS system; the state of the buffer area includes closed, available, reserved, occupied, and locked station occupied, and is distinguished by the color of the interface of the FMS system; the classification of the buffer area is distinguished by the thickness of the border of the interface of the FMS system;

[0059] The vehicle path planning calculates the shortest driving path of the vehicle from the specified operation berth to the reserved buffer area and the target operation point in real time by using a path planning algorithm according to the occupation of the buffer area.

[0060] In this embodiment, the data collection and initialization, buffer function division and attribute classification, dynamic start-stop and capacity adjustment, buffer state and front-end display management, and vehicle path planning in the above method steps are analyzed in detail as follows:

[0061] 1. Data collection and initialization

[0062] Data collection and initialization provides basic data for subsequent buffer association and vehicle path planning. The data source is wharf information, including: ship berthing information (including ship head coordinates and ship tail coordinates), real-time coordinates of shore cranes (QCs), online vehicle quantity (x), and wharf operation plan vehicle quantity. The online vehicle quantity and congestion information monitoring can be replaced by RFID sensors and camera intelligent recognition systems to monitor the vehicle data, parking times, and determine whether to block to improve data accuracy. Blocking is when a vehicle stops on a non-operation lane waiting to enter the buffer area. When the non-operation lane has a large flow, blocking should be avoided, and the FMS system is usually used for monitoring.

[0063] The embodiment initializes the configuration of the ship berthing according to the wharf information, including the following steps:

[0064] According to the initial operation information of the ship, the locking station area and the turning area are reserved on both sides of the bow and the stern;

[0065] The number of regular operation buffer zones is calculated according to the proportional relationship between the number of online vehicles x and the number of regular operation buffer zones and the number of online vehicles, and the corresponding number of regular operation buffer zones is activated according to the calculation result;

[0066] A plurality of emergency priority buffer zones and a plurality of standby buffer zones are activated by default on both sides of the bow and the stern.

[0067] In this embodiment, the locking station area and the turning area are calculated by the bow and stern coordinates. Specifically, the width of the entire area is configurable and has a default value. The turning area is located 14 m (default configuration) on both sides of the bow and the stern, and the locking station area is located outside the turning area at both ends of the bow and the stern, and has a default length of 30 m.

[0068] In addition, in the initialization configuration process described above, the ratio relationship satisfied by the number of regular operation buffer zones y and the number of online vehicles x is 2:1, that is, y=x / 2. If the calculation result is not an integer, it is rounded up.

[0069] 2. Buffer zone function division and attribute classification

[0070] The buffer zone function division and attribute classification meet different priority and operation requirements, and improve the use efficiency of the buffer zone.

[0071] In this embodiment, in the buffer zone attribute classification process, the buffer zones are classified according to whether they have locking station attributes, including composite buffer zones and general buffer zones. The locking station attribute is judged and given by the FMS system. The buffer zone with single-sided locking station or double-sided locking station is a composite buffer zone, which can be used for the area involved in the locking station operation in the vehicle up and down. The buffer zone without locking station is a general buffer zone, which only provides vehicle waiting and passing function. The buffer zone function division is divided according to its function, including emergency priority buffer zone, regular operation buffer zone, standby buffer zone.

[0072] Emergency priority buffer zone: used for quick response of emergency or temporary loading and unloading task vehicles, initially activated 3 units, generally distributed near the end of the buffer zone close to the bow and the stern, for easy access;

[0073] Regular operation buffer zone: provides waiting and passing space for general priority operation vehicles, starting from the emergency priority area of the bow and the stern, gradually extending to the middle of the buffer zone;

[0074] Standby buffer: provide waiting space for low-priority vehicles that are not involved in work, initially activate 3 units, generally distributed in the buffer far away from the bow and stern of the ship.

[0075] 3. Dynamic start-stop and capacity adjustment

[0076] Dynamic start-stop and capacity adjustment dynamically adjust the number of buffers according to actual demand, improve the flexibility and efficiency of terminal operation.

[0077] In this embodiment, when the work is in progress, the dynamic optimization of the buffer is carried out according to the occupation situation of the activated buffer, including the following steps:

[0078] The threshold upper limit and the threshold lower limit are set based on the occupation situation of the buffer, and the occupation rate expression is:

[0079] Occupancy rate = number of occupied buffers / number of activated regular work buffers;

[0080] If the occupancy rate exceeds the set threshold upper limit within the preset time period, the number of regular work buffers is increased;

[0081] If the occupancy rate is lower than the set threshold lower limit within the preset time period, the number of regular work buffers is closed;

[0082] For the buffer that cannot pass through due to the obstruction of the leg of the quay crane (QC), the projection calculation is carried out according to the real-time coordinates of the accessed quay crane, and the obstructed buffer is identified and closed. Generally, the FMS system interfaces with the TOS system of the upstream port, and the TOS issues the coordinate foot point corresponding to the QC, and projects the two foot point coordinates of the QC to the buffer. The overlapping part is the obstructed area and cannot be used.

[0083] It should be noted that the occupancy rate threshold of the buffer and the preset time can be adaptively adjusted according to the seasonal, ship type or work load characteristics. Specifically, in this embodiment, the preset time is usually set to 10 minutes; the threshold upper limit is set to 80%, and the threshold lower limit is set to 50%. The threshold upper and lower limits are usually empirical values based on the principle of optimal overall space utilization; the number of newly added or closed buffers is adjusted according to actual demand. In this embodiment, 3 newly added or closed buffers are set, the number of newly added regular work buffers is increased to improve the turnover capacity, and the number of closed regular work buffers is reduced to reduce resource waste.

[0084] 4. Buffer state and front-end display management

[0085] Buffer state and front-end display management facilitate operators to understand the use of the buffer in real time, and to intervene and optimize manually.

[0086] The buffer status includes, but is not limited to, off, available, reserved, occupied and occupied by a lock station. Generally, the interface of the FMS system is gray in the off state, indicating that it is unavailable; the available state is blue in the on state, indicating that there is no vehicle, no reservation and it can be directly used; the reserved state is yellow, indicating that it is empty but has been allocated to a specific vehicle; the occupied state is red, indicating that a vehicle entity is parked; and the occupied by a lock station state is purple, indicating that the related operation occupies the buffer. The composite buffer of the buffer classification is represented by a thick border, and the general buffer is represented by a thin border. The state can be changed by manual operation, and the specific adjustment logic can be automatically optimized based on the manual operation.

[0087] 5. Vehicle path planning

[0088] The vehicle path planning optimizes the driving path of the vehicle, reduces the waiting time and driving distance, and improves the overall efficiency of the terminal operation.

[0089] In this embodiment, the FMS system uses a path planning algorithm to calculate the shortest driving path of the vehicle from the specified operation berth to the reserved buffer and the target operation point in real time on the basis of dynamically managing the buffer.

[0090] Specifically, in this embodiment, the path planning algorithm calculates the driving path of the vehicle in real time, which uses any path planning algorithm in the prior art and is not limited to one. In the process of planning the path, the traditional A* algorithm is used for calculation, and the specific calculation process is as follows: the starting point is set as the current position of the vehicle, the end point is determined as the pre-given target end point, and when searching for the path, all available buffers need to be fully and systematically traversed for the selection of the passing points, and the shortest path is selected as the optimal path by comparing the total lengths of different path schemes.

[0091] The priority strategy in the process of vehicle path planning is that the composite buffer path is preferentially selected for the vehicle of the disassembly and assembly lock station operation, and the general buffer path is preferentially selected for the vehicle of the ordinary operation. Specifically, in the task attribute of the vehicle, there are tasks that need to pass through the lock station and tasks that do not need to pass through the lock station, so the composite buffer path and the general buffer path are set as described above, and the path passing points need to select the composite buffer when the task that needs to pass through the lock station is executed, and both of them can be selected when the task that does not need to pass through the lock station is executed.

[0092] The above content provides a technical scheme from data acquisition, initial configuration, dynamic capacity adjustment, state identification to path optimization, and realizes the fine and dynamic management of the buffer area on the terminal surface through the real-time monitoring and automatic decision of the FMS system.

[0093] Through the above embodiment, the dynamic management and control method of the application is disclosed, and the method of the application has the following advantages compared with the prior art:

[0094] 1. The application is based on the buffer occupancy threshold to automatically expand and shrink the number of buffers, meet the real-time business needs of the terminal buffer, flexibly increase and decrease the buffer, and improve the utilization rate of the site;

[0095] 2. According to the operation demand, the buffer is divided into regular operation buffer, emergency priority buffer, standby buffer, and the buffer is classified as composite buffer and general buffer, to ensure the availability of different operation priority and functional requirements, realize fine resource allocation and management, and improve the smoothness of vehicle operation and resource utilization rate;

[0096] 3. The application is aimed at the traffic obstruction caused by the solid area of the shore bridge, and the buffer is identified and closed by projecting calculation through the real-time coordinates of the shore bridge, to avoid the vehicle from entering the area that cannot pass, reduce the time waste and improve the traffic efficiency and safety;

[0097] 4. The application displays the buffer state in real time through the front-end interface, and supports the mechanism that manual operation priority is higher than system automatic adjustment, to enhance the practicability;

[0098] 5. The application increases path planning optimization, differentiates path planning and dynamic adjustment for different types of operation vehicles, reduces vehicle waiting and driving time, and improves the overall operation efficiency of the terminal.

[0099] In another embodiment of the application, a terminal buffer dynamic management and control system based on FMS system is disclosed, which is used to realize the above-mentioned management and control method, including data acquisition and initialization module, buffer function division and attribute classification module, dynamic start-stop and capacity adjustment strategy module, buffer state and front-end display management module, vehicle path planning and optimization module;

[0100] The data acquisition and initialization module collects terminal information, including ship berthing information, shore bridge real-time coordinates, online vehicle quantity and terminal operation plan vehicle quantity, and initializes the configuration of ship berthing based on terminal information, including reserved locking station area, turning area, and activates the corresponding number of buffers;

[0101] The buffer function division and attribute classification module divides the buffer into regular operation buffer, emergency priority buffer and standby buffer, and classifies it into composite buffer and general buffer according to whether the buffer has the locking station attribute;

[0102] The dynamic start-stop and capacity adjustment strategy module collects and monitors the occupation of the activated buffer in real time through the FMS system, dynamically optimizes based on the set occupation threshold, adds a new regular operation buffer when the occupation rate exceeds the upper threshold, and closes part of the buffer when the occupation rate is below the lower threshold, and identifies and closes the buffer that cannot pass due to the obstruction of the bridge leg.

[0103] The buffer state and front-end display management module displays the state and classification of the buffer on the FMS system interface, the state includes closed, available, reserved, occupied and locked station occupied, and the classification is distinguished by the thickness of the interface frame.

[0104] The vehicle path planning and optimization module calculates the shortest driving path of the vehicle from the specified operation berth to the reserved buffer and the target operation point in real time according to the occupation of the buffer by using the path planning algorithm.

[0105] In another embodiment of the application, an electronic device can include a processor and a memory storing computer program instructions.

[0106] Specifically, the processor can include a central processing unit (CPU), or a specific integrated circuit, or can be configured as one or more integrated circuits of the embodiment; the memory can include a large-capacity memory for data or instructions, including but not limited to a hard disk drive (HDD), a floppy disk drive, a flash memory, an optical disc, a magneto-optical disc, a magnetic tape, or a universal serial bus (USB) drive, or a combination of two or more of the above; in appropriate cases, the memory can include removable or non-removable (or fixed) media; in a specific embodiment, the memory is a non-volatile solid-state memory. In a specific embodiment, the memory includes read-only memory (ROM). In appropriate cases, the ROM can be a mask-programmed ROM, a programmable ROM (PROM), an erasable PROM (EPROM), an electrically erasable PROM (EEPROM), an electrically alterable ROM (EAROM), or a flash memory, or a combination of two or more of the above.

[0107] The processor reads and executes the computer program instructions stored in the memory to realize the management and control method disclosed above.

[0108] It should be further noted that the electronic device of the embodiment can also include a communication interface and a communication bus. The processor, the memory and the communication interface are connected through the communication bus and complete communication with each other. The communication interface is mainly used to realize the communication between the units, modules, devices or equipment in the embodiment of the application.

[0109] The communication bus described above includes hardware, software or a combination of both, which couples the components of the online data flow device to each other. In appropriate cases, the communication bus can include one or more buses.

[0110] In addition, in combination with the management and control method in the above embodiment, the embodiments of the application can provide a computer storage medium to realize, and the computer storage medium has computer program instructions stored thereon; the computer program instructions are executed by the processor to execute the above-mentioned management and control method.

[0111] It should be clear that the application is not limited to the above disclosed methods, systems and devices, but also includes various changes, modifications and additions made by those skilled in the art based on the ideas of the application, or changes the order between steps.

[0112] When the application is implemented in hardware, it can be an electronic circuit, an application specific integrated circuit, appropriate firmware, a plug-in, a functional card, etc. When implemented in software, the elements of the application are program or code segments used to perform the required tasks, which can be stored in a machine readable medium or carried by a data signal in a carrier wave on a transmission medium or communication link. The "machine readable medium" can include any medium capable of storing or transmitting information, such as electronic circuit, semiconductor memory device, ROM, flash memory, erasable ROM (EROM), floppy disk, optical disk, hard disk, optical fiber medium, radio frequency link, etc. The code segments can be downloaded via a computer network such as the Internet, an intranet, etc.

[0113] The above embodiments are only used to illustrate the technical solutions of the application and not to limit it, and other modifications or equivalent replacements of the technical solutions of the application made by those skilled in the art should be covered in the scope of the claims of the application, as long as they do not deviate from the spirit and scope of the technical solutions of the application.

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 3, 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 regular job 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 terminal buffer zone dynamic management and control system based on an FMS 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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