Intelligent ship stowage method based on bypass bidirectional dynamic optimization distribution strategy

Abstract

The invention discloses an intelligent ship stowage method based on a bypass bidirectional dynamic optimization distribution strategy, and belongs to the technical field of intelligent ship freight, and the method comprises the following steps: S1, preliminarily building a layout region database according to given ship information; s2, establishing a cargo database according to information of heavy cargos needing to be transported and other cargos; s3, selecting a certain cabin, and carrying out cargo stowage by using a bidirectional distribution preferential mechanism and a bypass plate dynamic adjustment algorithm; s4, whether remaining cabins are not loaded or not is judged, if yes, the step S3 is executed again, and if not, the step S5 is executed; s5, distributing the remaining bypass plates; and S6, outputting all cabin arrangement schemes and bypass plate distribution schemes. According to the intelligent ship stowage method based on the bypass two-way dynamic optimization allocation strategy, intelligent allocation is conducted on the bypass plates in the cabin while heavy goods are loaded, and therefore the cabin loading rate of heavy goods transportation is increased.

Description

Technical Field

[0001] The present invention relates to the technical field of intelligent ship freight transportation, and in particular to an intelligent ship loading method based on a bypass bidirectional dynamic optimization allocation strategy. Background Art

[0002] As technologies for offshore platforms and submarine pipelines mature, ocean development is expanding into deep and distant waters. However, the transportation of long, cylindrical cargo, such as large pipelines, pile foundations, and cylindrical equipment, remains challenging. These long, cylindrical cargo, due to their large size and weight, can be stacked, requiring consideration of complex constraints when designing and arranging their compartments.

[0003] A common method of transporting heavy-duty cargo is to use heavy-lift ships and multi-purpose ships. This type of transport ship is generally equipped with a two-layer cabinet bypass and a cover structure with adjustable installation height (hereinafter referred to as the bypass plate). This structure is limited by the cabin type and can be flexibly arranged and installed in various types along the length of the ship to cover a full layer. It can also be fixed at multiple preset height positions in the cabin (usually divided into high, middle and low positions) to achieve flexible cargo layout in multiple layers of space above and below the cabin. Therefore, the choice of the bypass plate's distribution position will greatly affect the cabin's space utilization and the loading rate of heavy cargo.

[0004] Due to the multi-dimensional complexity of bypass plate allocation, current solutions for heavy-lift and multi-purpose vessels are typically determined by designers based on experience. This manual, "heuristic" allocation method is time-consuming and labor-intensive, and does not necessarily yield the optimal solution. Therefore, proposing an intelligent bypass plate allocation method and a corresponding cargo stowage method for heavy-lift and multi-purpose vessel cargo transportation is of great practical significance. Summary of the Invention

[0005] The purpose of the present invention is to provide a ship intelligent loading method based on a bypass bidirectional dynamic optimization allocation strategy, which intelligently allocates bypass panels in the cabin while loading heavy cargo, thereby improving the cabin loading rate of heavy cargo transportation.

[0006] To achieve the above objectives, the present invention provides a ship intelligent loading method based on a bypass bidirectional dynamic optimization allocation strategy, comprising the following steps:

[0007] S1. Preliminary establishment of a layout area database based on given ship information;

[0008] S2. Establish a cargo database based on the information of major cargo and other cargo that needs to be transported;

[0009] S3. Select a cabin and use the two-way allocation optimization mechanism and bypass plate dynamic adjustment algorithm to carry out cargo loading;

[0010] S4. Determine whether there are any remaining cabins that have not been loaded. If so, re-enter S3; if not, enter S5;

[0011] S5. Allocate the remaining bypass plates;

[0012] S6. Output all cabin layout plans and bypass panel distribution plans.

[0013] Preferably, the specific operations in S3 are:

[0014] S3.1. Randomly select a cabin to be arranged and allocate bypass panels to it using the upper-layer priority strategy;

[0015] S3.2. Pre-allocate the bypass board to the highest position and pre-lay the second-layer cabinet layout area. Read the height limit and boundary conditions of the high-position second-layer cabinet area and determine whether the number of remaining bypass boards is zero. If not, proceed to S3.3 to arrange the cargo in this area. Otherwise, proceed to S3.10.

[0016] S3.3. Use an intelligent packing algorithm to arrange the cargo in this layout area. Consider the height restrictions and boundary conditions of the layout area. Select the top five layout plans with the highest space utilization to form the layout plan group for this area. Space utilization U = total projected area of ​​the arranged cargo / layout area.

[0017] S3.4. Based on the effective layout scheme judgment criteria, the obtained layout scheme group is judged, and effective layout schemes are selected and invalid layout schemes are eliminated. If all layout schemes are invalid, the process goes to S3.10 to execute the bottom-level priority strategy.

[0018] S3.5. Dynamically adjust the bypass panels in the second-layer cabinet layout area where goods have been arranged, and select the optimal layout plan from the layout plan group;

[0019] S3.6. Use the intelligent packing algorithm to arrange cargo in a single layer in the hold bottom area. Select the top five single-layer layout plans with the highest space utilization rates to form the hold bottom single-layer plan group.

[0020] S3.7. For cargo arranged in each single-layer bottom plan group, determine whether the cargo can be stacked based on the load-bearing capacity, the height interference of the upper two-layer cabinets, and the hull constraints, and perform stacking operations on the stackable cargo;

[0021] S3.8. Select the solution with the highest space utilization as the optimal layout solution for the tank bottom;

[0022] S3.9: Determine whether the optimal layout of the hold bottom contains stacked cargo. If the optimal layout does not contain stacked cargo, the upper-layer priority strategy is invalid and the process goes to S3.10. Otherwise, the solution is retained and combined with the optimal layout of the high-bay two-layer cabinet as the upper-layer priority solution.

[0023] S3.10. Rearrange cargo in this hold using a bottom-first layout strategy, prioritizing the bottom area using an intelligent packing algorithm to achieve the highest space utilization.

[0024] S3.11. Based on the heights of the cargo in the above layout plan, determine the locations of the bypass panels and pre-lay the second-layer cabinet layout area.

[0025] S3.12. Arrange the cargo in the second-floor cabinet layout area and use an intelligent packing algorithm to determine a layout plan for the layout area formed by the bypass panels.

[0026] S3.13. Execute the bypass panel dynamic adjustment method in S3.5 to obtain the optimal layout plan for this area, update cargo information, update the remaining number of bypass panels, and record the usage of each type of bypass panel that makes up this layout area;

[0027] S3.14. Determine the highest double-deck area in the cabin and determine whether it is located at the highest position in the cabin where double-deck cabinets can be placed. If so, the bottom-level priority strategy is complete and S3.15 is executed. If not, a height interference determination is performed based on the height of the already arranged cargo. If it passes, the cargo arrangement and bypass plate dynamic adjustment steps of S3.11-S3.13 are executed. If it fails, the arrangement is considered complete and S3.15 is executed.

[0028] S3.15. Perform a two-way optimization operation, compare the cargo quantities of the upper-level priority and lower-level priority options, and select the option with the largest cargo quantity as the optimal option; if there is no upper-level option, directly adopt the lower-level option.

[0029] Preferably, the specific steps of the intelligent packing algorithm in S3.3 are:

[0030] S3.3.1. Read the layout area and cargo database to obtain area height restrictions, boundary conditions, and cargo geometry and weight data;

[0031] S3.3.2. Set the genetic algorithm population size Population_Size = 20 and the number of iterations Iteration_Count = 10. Generate 20 groups of random cargo number sequence individuals to form the initial population. The length of each individual code is specified as the number of cargo types.

[0032] S3.3.3. Use the bottom-level left-fill algorithm to process the current population: select individuals one by one and place the cargo in the upper right corner of the area according to their code. Move downward until the constraints are no longer satisfied, then move left until no further movement is possible to determine the final position. Because some cargo is long and cylindrical and needs to be arranged in a concentrated manner, the same cargo will be repeatedly filled in until no more space can be placed. The priority is to arrange the cargo longitudinally along the length of the ship. If this is no longer possible, the cargo will be arranged transversely along the width of the ship.

[0033] S3.3.4. Select solutions with high space utilization to construct an elite population. If the number of iterations is not reached, perform crossover mutation to generate offspring and return to S3.3.3. Otherwise, output the elite population solution group.

[0034] Preferably, the criteria for determining an effective arrangement scheme in S3.4 are as follows:

[0035] If there are goods whose dimensions meet the space restrictions of the high-level layout area and have been arranged, this is a valid layout plan; if there are no goods that meet the requirements or no goods have been arranged, this is an invalid layout plan.

[0036] Preferably, the method for dynamically adjusting the bypass plate in the second-layer cabinet arrangement area in S3.5, S3.13, and S3.14 is as follows:

[0037] When there are sufficient bypass panels: First, read the geometric positions of the already arranged cargo load-bearing brackets, adjust the cargo position so that the brackets are concentrated on the same bypass panel; then remove the non-load-bearing bypass panels and update the number of bypass panels, and select the optimal layout plan based on the weighted scoring rules;

[0038] When the number of bypass plates is insufficient: first adjust the position of the bypass plates horizontally so that they can support as many brackets as possible and remove cargo that cannot be placed on the brackets; then select the optimal layout plan based on the weighted scoring rules.

[0039] Preferably, the bypass plate dynamic adjustment method described in S3.5, S3.13 and S3.14 further includes a weight scoring rule, and the specific operation is as follows:

[0040] When the number of bypass panels is sufficient, the optimal solution is selected using the following comprehensive scoring formula:

[0041] S1=α1·U+α2·(1-B / B max )+α1·(N / N max );

[0042] Among them, the weight coefficients α1 = 0.5, α2 = 0.2, α3 = 0.3, U is the space utilization rate, B is the number of bypass panels used, B max The number of bypass plates required to fill this area is N, and the number of goods to be arranged in this area is N. max is the total quantity of goods;

[0043] When the number of bypass panels is insufficient, the following comprehensive scoring formula is used to select the optimal solution:

[0044] S2=β1·U+β2·(1-R / (R+N))+β3·(N / N max );

[0045] Among them, the weight coefficients β1 = 0.4, β2 = 0.4, β3 = 0.2, U is the space utilization rate, R is the number of removed goods, and R+N is the planned number of goods to be loaded in this area if the bypass plate is sufficient.

[0046] Therefore, the present invention adopts the above-mentioned ship intelligent loading method based on the bypass bidirectional dynamic optimization allocation strategy to intelligently allocate the bypass panels in the cabin while loading heavy-duty cargo, thereby improving the cabin loading rate of heavy-duty cargo transportation. The core includes:

[0047] (1) Bidirectional allocation and optimization mechanism: Through parallel calculation of two sets of strategies, upper priority and lower priority, the optimal solution is selected through comparison;

[0048] (2) Dynamic adjustment algorithm: The bypass plate position is optimized secondary according to the loading results of the cargo to improve the utilization efficiency of the bypass plate.

[0049] The technical solution of the present invention is further described in detail below through the accompanying drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Figure 1 is a flow chart of the method of the present invention;

[0051] Figure 2 This is a simplified cabin layout diagram of a certain type of heavy lift vessel in an embodiment of the present invention;

[0052] Figure 3 This is a schematic diagram of the layout area of ​​cabin No. 2 in an embodiment of the present invention;

[0053] Figure 4 This is a flow chart of the intelligent packing algorithm in an embodiment of the present invention;

[0054] Figure 5 This is the layout of the upper priority strategy high-level layout area in the embodiment of the present invention;

[0055] Figure 6 is a flow chart of the bypass plate dynamic adjustment method of the present invention;

[0056] Figure 7 This is the optimal arrangement scheme for the upper-layer priority strategy in the embodiment of the present invention;

[0057] Figure 8 This is the preliminary layout plan for the upper priority strategy bilge in the embodiment of the present invention;

[0058] Figure 9 This is the optimal layout scheme for the bilge of the upper priority strategy in the embodiment of the present invention;

[0059] Figure 10 This is the bottom layer priority strategy bypass board allocation scheme in the embodiment of the present invention;

[0060] Figure 11 This is the bottom-level priority strategy cargo placement solution in the embodiment of the present invention. DETAILED DESCRIPTION

[0061] The technical solution of the present invention is further described below with reference to the accompanying drawings and embodiments.

[0062] Unless otherwise defined, technical or scientific terms used in the present invention shall have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs.

[0063] Example 1

[0064] like Figure 1 As shown, the present invention provides a ship intelligent loading method based on a bypass bidirectional dynamic optimization allocation strategy, comprising the following steps:

[0065] S1. Preliminary establishment of a layout area database based on given ship information;

[0066] First, number each cabin of the ship to facilitate the quick determination of the cabin location of the layout area; then divide the bottom layout area of ​​each cabin, determine the boundary conditions, hull constraints, and load-bearing capacity limits of the bottom layout area; finally, divide the second-floor cabinet layout area of ​​each cabin according to the position of the second-floor cabinet in each cabin, which has three situations: low, middle, and high. Determine the load-bearing capacity limits and boundary conditions of the second-floor cabinet layout area. After the above information is collected, all layout areas are numbered to facilitate the subsequent bypass plate allocation operations and interference judgment operations, so that the corresponding information of the layout area can be quickly found. Assuming that the ship type is a certain type of heavy-lift ship, simplify the cabin layout as follows Figure 2 shown.

[0067] S2. Establish a cargo database based on the information of major cargo and other cargo that needs to be transported;

[0068] Determine information such as cargo type, weight of each cargo type, and geometric dimensions of each cargo type. Because heavy cargo transported requires support brackets (i.e., gaps exist between the support brackets, preventing the cargo from locating the support brackets), the geometric position of the support brackets relative to each cargo type also needs to be determined. When transporting heavy cargo, heavy cargo of the same type is stacked, subject to constraints, to maximize cabin space utilization. However, due to the load-bearing capacity of bypass double-layer cabinets, this stacking is only permitted on the hold floor. Therefore, it is necessary to determine whether each cargo type meets the permitted stacking height and the stacking height for double cargo. After establishing the aforementioned cargo database, each cargo type is numbered to facilitate subsequent interference detection and other processing. Taking the heavy cargo transported by the current ship type as an example, the information for each cargo type is shown in Table 1.

[0069] Table 1 Transport cargo information

[0070] Types of cargo Cargo number Cargo Type Weight / t Geometric dimensions / m Cement Pipe Pile A 1 Heavy cargo 150 25*3*3 Cement Pipe Pile B 2 Heavy cargo 220 30*4.5*4.5 Power equipment 3 Small size cargo 80 4*4*4

[0071] S3. Select a cabin and use the two-way allocation optimization mechanism and bypass plate dynamic adjustment algorithm to carry out cargo loading;

[0072] When a type of cabin has three types of two-layer cabinet layout areas, namely high, middle and low, the most ideal layout is to allocate the bypass plate at the high position, and arrange enough smaller cargo in the high-position layout area, while stacking enough heavy cargo in the layout area at the bottom of the cabin. This layout has a higher space utilization rate and can achieve a good layout effect. Relatively speaking, there is a worse layout situation in which the bypass plate is allocated to the high position, but there are few or even no smaller cargoes that can be placed in the high-position layout area, while there are also few or even no long cylindrical heavy cargoes that can be stacked in the layout area at the bottom of the cabin. This has a lower space utilization rate and should be avoided as much as possible. To this end, this patent imitates the empirical rules of manual allocation of bypass plates and proposes a two-way allocation and optimization mechanism: first allocate and arrange from top to bottom (upper layer priority), then allocate and arrange from bottom to top (bottom layer priority), and finally compare and select the best, and proposes a dynamic adjustment algorithm for the bypass plate. The above two parts constitute a two-way dynamic allocation strategy. The specific operations of the layout method using the two-way dynamic allocation strategy are as follows:

[0073] S3.1. Randomly select the cabin to be arranged and use the upper priority strategy to allocate bypass panels to this cabin. In the transportation case, cabin No. 2 of this ship is selected for bypass panel allocation and cargo arrangement. The layout area of ​​the second floor cabinet of this cabin is as follows: Figure 3 shown.

[0074] S3.2: Pre-allocate bypass panels to the highest position and pre-lay out the second-tier cabinet layout area. Read the height limit and boundary conditions for the high-level second-tier cabinet area and determine whether the number of remaining bypass panels is zero. If not, proceed to S3.3 to arrange cargo in this area. Otherwise, proceed to S3.10. In the transport example, there are sufficient bypass panels, so proceed to S3.3.

[0075] S3.3. Use an intelligent packing algorithm to arrange the cargo in this layout area. Consider the height restrictions and boundary conditions of the layout area during arrangement. Select the top five layout plans with the highest space utilization to form the layout plan group for this area. Space utilization U = total projected area of ​​arranged cargo / layout area.

[0076] Intelligent packing algorithm such as Figure 4 The specific steps are as follows:

[0077] S3.3.1. Read the layout area and cargo database to obtain area height restrictions, boundary conditions, and cargo geometry and weight data.

[0078] S3.3.2. Set the genetic algorithm population size Population_Size = 20, the number of iterations Iteration_Count = 10, and generate 20 groups of random cargo number sequence individuals to form the initial population. The length of each individual code is specified as the number of cargo types.

[0079] S3.3.3. Process the current population using the bottom-level left-fill algorithm: Select individuals one by one and place the cargo in the upper right corner of the area according to their code. Move downward until the constraints are no longer satisfied, then move left until no further movement is possible to determine the final position. Because some cargo is long and cylindrical and requires similar arrangements to be concentrated, similar cargo will be repeatedly filled in until no more space can be placed. Preferentially arrange cargo longitudinally along the length of the ship. If this is no longer possible, arrange cargo transversely along the width of the ship.

[0080] S3.3.4. Select solutions with high space utilization to construct an elite population. If the number of iterations is not reached, perform crossover mutation to generate offspring and return to S3.3.3. Otherwise, output the elite population solution group.

[0081] S3.4. Based on the effective layout scheme judgment criteria, the obtained layout scheme group is judged, the effective layout scheme is selected, and the invalid layout scheme is removed. If all the layout schemes are invalid, go to S3.10 to execute the bottom-level priority strategy.

[0082] The criteria for determining an effective layout plan are as follows:

[0083] (1) If there are goods whose size meets the space restrictions of the high-level layout area and have been arranged, this is a valid layout plan; (2) If there are no goods that meet the requirements or no goods have been arranged, this is an invalid layout plan.

[0084] If the arrangement plan group contains valid arrangements, then remove invalid arrangements and then execute S3.5. If all arrangements are invalid, then start executing S3.10.

[0085] In the transportation case mentioned above, the layout of the second-floor cabinet area is as follows: Figure 5 As shown, the power equipment has been arranged in the arrangement area, and the size of the power equipment cargo meets the space restrictions of the high-level arrangement area. Therefore, it is a valid arrangement plan, and S3.5 is continued.

[0086] S3.5. Dynamically adjust the bypass panels in the second-layer cabinet layout area where goods have been arranged, and select the optimal layout plan from the layout plan group;

[0087] The flow chart of the bypass plate dynamic adjustment method is as follows Figure 6 As shown, the method for dynamically adjusting the bypass plate in the second-floor cabinet layout area is as follows:

[0088] (1) When the number of bypass plates is sufficient: first, read the geometric position of the arranged cargo load-bearing brackets, adjust the cargo position so that the brackets are concentrated on the same bypass plate; then remove the non-load-bearing bypass plates and update the number of bypass plates, and select the optimal layout scheme based on the weight scoring rule.

[0089] (2) When the number of bypass plates is insufficient: first, adjust the position of the bypass plates horizontally so that the bypass plates can bear as many brackets as possible, and remove the goods that cannot be placed on the brackets; select the optimal layout plan based on the weight scoring rules.

[0090] The bypass plate dynamic adjustment method includes weight scoring rules, and the specific operations are as follows:

[0091] When the number of bypass panels is sufficient, the optimal solution is selected using the following comprehensive scoring formula:

[0092] S1=α1·U+α2·(1-B / B max )+α1·(N / N max );

[0093] Among them, the weight coefficients α1 = 0.5, α2 = 0.2, α3 = 0.3, U is the space utilization rate, B is the number of bypass panels used, B max The number of bypass plates required to fill this area is N, and the number of goods to be arranged in this area is N. max is the total quantity of goods;

[0094] When the number of bypass panels is insufficient, the following comprehensive scoring formula is used to select the optimal solution:

[0095] S2=β1·U+β2·(1-R / (R+N))+β3·(N / N max );

[0096] Among them, the weight coefficients β1 = 0.4, β2 = 0.4, β3 = 0.2, U is the space utilization rate, R is the number of removed goods, and R+N is the planned number of goods to be loaded in this area if the bypass plate is sufficient.

[0097] The above-mentioned weight coefficients are determined with reference to manual loading experience. Such settings ensure that the optimal layout scheme that meets the actual engineering needs is screened out using the weight scoring rules, thereby ensuring the feasibility of this patent.

[0098] The above completes the dynamic adjustment of the bypass plate, and obtains the optimal layout plan of the layout area composed of the highest-level bypass plates under the upper priority strategy. In the case mentioned, there are enough bypass plates to cover the entire floor, so the dynamic adjustment of the bypass plates with optimized load-bearing bracket positions and redundant plates removed is performed, and the optimal plan for the high-level layout area is obtained as follows: Figure 7 shown.

[0099] S3.6. Use the intelligent packing algorithm to arrange the cargo in a single layer in the bottom area of ​​the cabin. Select the top five single-layer arrangement plans with the highest space utilization rates to form the bottom single-layer plan group.

[0100] In the case mentioned, one of the single-layer bottom solution groups is arranged as follows: Figure 8 As shown in Figure 3, this arrangement scheme arranges cement pipe piles A and B in the bilge area using the arrangement method of S3.3.

[0101] S3.7. For cargo arranged in each single-layer bottom plan group, determine whether the cargo can be stacked based on the load-bearing capacity, the height interference of the upper two-layer cabinets, and the hull constraints, and perform stacking operations on the stackable cargo;

[0102] The current layout plan only considers single-layer cargo in the bottom area and does not consider double-layer cargo stacking. Therefore, the stacking judgment of the arranged cargo is made. The specific judgment criteria are as follows:

[0103] (1) Will double stacking of cargo interfere with the high bypass panels already fixed in this compartment? (2) Does double stacking of heavy cargo meet the load-bearing capacity restrictions of the hold bottom layout area? (3) Does double stacking of heavy cargo meet the hull constraints? If the above judgment criteria are met, the stackable cargo that has been arranged will be stacked. In the case example, the stacking judgment is made for each layout scheme of the hold bottom scheme group, and the cargo that meets the conditions will be stacked.

[0104] S3.8. Select the solution with the highest space utilization as the optimal layout solution for the tank bottom;

[0105] When selecting, it is necessary to consider the space utilization to obtain the optimal layout plan, update the cargo database, and combine the optimal layout plan of the high-level layout area obtained from S3.3 to S3.5 as the final layout plan of the cabin using the upper priority strategy. In the case mentioned above, the optimal layout plan for the bottom of the cabin is as follows: Figure 9 As shown in FIG, in this scheme, cement pipe piles A and cement pipe piles B are stacked in the bottom layout area, which meets the load-bearing limit of the bottom layout area and the hull constraint conditions and has a high space utilization rate.

[0106] S3.9: Determine whether the optimal layout of the hold bottom contains stacked cargo. If the optimal layout does not contain stacked cargo, the upper-layer priority strategy is invalid and the process goes to S3.10. Otherwise, the solution is retained and combined with the optimal layout of the high-bay two-layer cabinet as the upper-layer priority solution.

[0107] Determine whether the optimal layout for the hold bottom contains cargo stacking. If not, the layout using the upper-layer priority strategy for this cabin is no better than the layout using the lower-layer priority strategy, and execute S3.10. Record the layout with cargo stacking as the upper-layer priority layout for the cabin, to facilitate comparison with the lower-layer priority layout described below. In the example, the layout using the upper-layer priority strategy contains cargo stacking in the hold bottom, so this layout is retained as the upper-layer priority layout for subsequent comparison with the lower-layer priority layout.

[0108] S3.10. Rearrange the cargo in this cabin using a bottom-first layout strategy, and use an intelligent packing algorithm to prioritize the bottom area to generate a plan with higher space utilization.

[0109] This means that cargo is arranged in the hold bottom area without first allocating bypasses. An intelligent packing algorithm is used to generate a set of layout options for the hold bottom area, and the optimal layout is selected with the highest space utilization. In this example, the optimal hold bottom layout is a single-layer arrangement of cement piles A and B.

[0110] S3.11. Based on the heights of the cargo in the above layout plan, determine the locations of the bypass panels and pre-lay the second-layer cabinet layout area.

[0111] The bypass panels are allocated at specific heights to form a second-layer cabinet layout area. The allocation principle is to allocate them at a lower position as much as possible without interfering with the already arranged cargo. The remaining number of bypass panels determines whether the layout area on this layer can be fully covered. If there are no remaining bypass panels available, the layout plan for the hold bottom layout area determined in S3.10 is used as the optimal cabin layout plan, and S4 is executed. In the case mentioned above, there are enough bypass panels to cover a whole layer. The interference between the height of the second-layer cabinet and the height of the already arranged cargo on the hold bottom is determined, and the bypass panels are allocated to the middle position to form a second-layer cabinet layout area. The allocation plan is as follows: Figure 10 shown.

[0112] S3.12. Arrange the goods in the second-floor cabinet layout area and use an intelligent packing algorithm to obtain a layout solution group for the layout area formed by the bypass panels.

[0113] S3.13. Execute the bypass board dynamic adjustment method in S3.5 to obtain the optimal layout plan for this area, update the cargo information, update the remaining number of bypass boards, and record the usage of each type of bypass board that constitutes this layout area.

[0114] The case presented here completes the dynamic adjustment of the bypass plate and obtains the following Figure 11 The layout plan for cabin No. 2 is shown. In this plan, there are enough bypass panels in the second-floor cabinet area to cover the entire first floor. Therefore, the load-bearing bracket position optimization and redundant panel removal are performed, and the bypass panels are dynamically adjusted. The positions of the cement pipe pile load-bearing brackets are identified, and the non-load-bearing bypass panels are removed. Then, S3.14 is executed.

[0115] S3.14. Determine the highest double-deck area in the cabin and determine whether it is located at the highest position in the cabin where double-deck cabinets can be placed. If so, the bottom-level priority strategy is complete and S3.15 is executed. If not, a height interference determination is performed based on the height of the already arranged cargo. If it passes, the cargo arrangement and bypass plate dynamic adjustment steps of S3.11-S3.13 are executed. If it fails, the arrangement is considered complete and S3.15 is executed.

[0116] In the example, the layout of the middle two-story cabinet layout area has been completed. It is necessary to determine whether the high two-story cabinet layout area exists and to determine the interference between the height of the high two-story cabinet layout area and the height of the arranged cargo. If the result fails, it is considered that the bottom-priority strategy layout has been completed in this cabin, and S3.15 is executed.

[0117] S3.15. Perform a two-way optimization operation, compare the cargo quantities of the upper-level priority and lower-level priority options, and select the option with the largest cargo quantity as the optimal option; if there is no upper-level option, directly adopt the lower-level option.

[0118] If there is an optimal layout solution obtained by the upper priority strategy, it will be compared with the cabin bottom priority layout solution, and the cabin layout solution with a larger number of cargoes will be selected as the optimal solution. If there is no cabin upper priority layout solution, the cabin bottom priority optimal layout solution will be selected as the cabin layout solution. In this case, the comparison criteria are used to compare the cabin bottom priority layout solution. Figure 9 The preferred layout of the upper deck of the cabin shown is Figure 11 By comparing and selecting the best cabin bottom-level priority layout scheme shown in the figure, it is found that the upper-level priority layout scheme can accommodate more heavy-duty cargo and has a higher space utilization rate. Therefore, the upper-level priority layout scheme is selected as the optimal cabin layout scheme.

[0119] S4. Determine whether there are any remaining cabins that have not been loaded. If so, re-enter S3; if not, enter S5;

[0120] S5. Allocate the remaining bypass plates;

[0121] After completing all cabin layout plans, if there are any remaining bypass panels that have not been allocated, the hull information and the positions of the bypass panels that have not been loaded, as recorded in the bypass panel dynamic adjustment method in S3, are read to determine the positions where bypass panels can still be allocated and allocate the remaining bypass panels there. The allocation criteria are: (1) Utilize the remaining bypass panels to fill the unfilled upper layout area as much as possible; (2) Distribute them evenly within the same cabin as much as possible.

[0122] S6. Output all cabin layout plans and bypass panel distribution plans.

[0123] Therefore, the present invention adopts the above-mentioned ship intelligent loading method based on the bypass bidirectional dynamic optimization allocation strategy to intelligently allocate the bypass plates in the cabin while loading heavy cargo, thereby improving the cabin loading rate of heavy cargo transportation.

[0124] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit the same. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that they can still modify or replace the technical solutions of the present invention with equivalents, and these modifications or equivalent replacements cannot cause the modified technical solutions to deviate from the spirit and scope of the technical solutions of the present invention.

Claims

1. A ship intelligent loading method based on a bypass bidirectional dynamic optimization allocation strategy, characterized by: The following steps are involved: S1. Preliminary establishment of a layout area database based on given ship information; S2. Establish a cargo database based on the information of major cargo and other cargo that needs to be transported; S3. Select a cabin and use the two-way allocation optimization mechanism and bypass plate dynamic adjustment algorithm to carry out cargo loading; S4. Determine whether there are any remaining cabins that have not been loaded. If so, re-enter S3; if not, enter S5; S5. Allocate the remaining bypass plates; S6. Output all cabin layout plans and bypass panel distribution plans.

2. The method for intelligent ship loading based on bypass bidirectional dynamic optimization allocation strategy according to claim 1 is characterized by: The specific operations in S3 are: S3.

1. Randomly select a cabin to be arranged and allocate bypass panels to it using the upper-layer priority strategy; S3.

2. Pre-allocate the bypass board to the highest position and pre-lay the second-layer cabinet layout area. Read the height limit and boundary conditions of the high-position second-layer cabinet area and determine whether the number of remaining bypass boards is zero. If not, proceed to S3.3 to arrange the cargo in this area. Otherwise, proceed to S3.

10. S3.

3. Use an intelligent packing algorithm to arrange the cargo in this layout area. Consider the height restrictions and boundary conditions of the layout area. Select the top five layout plans with the highest space utilization to form the layout plan group for this area. Space utilization U = total projected area of ​​the arranged cargo / layout area. S3.

4. Based on the effective layout scheme judgment criteria, the obtained layout scheme group is judged, and effective layout schemes are selected and invalid layout schemes are eliminated. If all layout schemes are invalid, the process goes to S3.10 to execute the bottom-level priority strategy. S3.

5. Dynamically adjust the bypass panels in the second-layer cabinet layout area where goods have been arranged, and select the optimal layout plan from the layout plan group; S3.

6. Use the intelligent packing algorithm to arrange cargo in a single layer in the hold bottom area. Select the top five single-layer layout plans with the highest space utilization rates to form the hold bottom single-layer plan group. S3.

7. For cargo arranged in each single-layer bottom plan group, determine whether the cargo can be stacked based on the load-bearing capacity, the height interference of the upper two-layer cabinets, and the hull constraints, and perform stacking operations on the stackable cargo; S3.

8. Select the solution with the highest space utilization as the optimal layout solution for the tank bottom; S3.9: Determine whether the optimal layout of the hold bottom contains stacked cargo. If the optimal layout does not contain stacked cargo, the upper-layer priority strategy is invalid and the process goes to S3.

10. Otherwise, the solution is retained and combined with the optimal layout of the high-bay two-layer cabinet as the upper-layer priority solution. S3.

10. Rearrange cargo in this hold using a bottom-first layout strategy, prioritizing the bottom area using an intelligent packing algorithm to achieve the highest space utilization. S3.

11. Based on the heights of the cargo in the above layout plan, determine the locations of the bypass panels and pre-lay the second-layer cabinet layout area. S3.

12. Arrange the cargo in the second-floor cabinet layout area and use an intelligent packing algorithm to determine a layout plan for the layout area formed by the bypass panels. S3.

13. Execute the bypass panel dynamic adjustment method in S3.5 to obtain the optimal layout plan for this area, update cargo information, update the remaining number of bypass panels, and record the usage of each type of bypass panel that makes up this layout area; S3.

14. Determine the highest double-deck area in the cabin and determine whether it is located at the highest position in the cabin where double-deck cabinets can be placed. If so, the bottom-level priority strategy is complete and S3.15 is executed. If not, a height interference determination is performed based on the height of the already arranged cargo. If it passes, the cargo arrangement and bypass plate dynamic adjustment steps of S3.11-S3.13 are executed. If it fails, the arrangement is considered complete and S3.15 is executed. S3.

15. Perform a two-way optimization operation, compare the cargo quantities of the upper-level priority and lower-level priority options, and select the option with the largest cargo quantity as the optimal option; if there is no upper-level option, directly adopt the lower-level option.

3. The method for intelligent ship loading based on bypass bidirectional dynamic optimization allocation strategy according to claim 2 is characterized by: The specific steps of the intelligent packing algorithm in S3.3 are: S3.3.

1. Read the layout area and cargo database to obtain area height restrictions, boundary conditions, and cargo geometry and weight data; S3.3.

2. Set the genetic algorithm population size Population_Size = 20 and the number of iterations Iteration_Count = 10. Generate 20 groups of random cargo number sequence individuals to form the initial population. The length of each individual code is specified as the number of cargo types. S3.3.

3. Use the bottom-level left-fill algorithm to process the current population: select individuals one by one and place the cargo in the upper right corner of the area according to their code. Move downward until the constraints are no longer satisfied, then move left until no further movement is possible to determine the final position. Because some cargo is long and cylindrical and needs to be arranged in a concentrated manner, the same cargo will be repeatedly filled in until no more space can be placed. The priority is to arrange the cargo longitudinally along the length of the ship. If this is no longer possible, the cargo will be arranged transversely along the width of the ship. S3.3.

4. Select solutions with high space utilization to construct an elite population. If the number of iterations is not reached, perform crossover mutation to generate offspring and return to S3.3.

3. Otherwise, output the elite population solution group.

4. The method for intelligent ship loading based on bypass bidirectional dynamic optimization allocation strategy according to claim 2 is characterized in that: The criteria for determining effective layout plans in S3.4 are as follows: If there are goods whose dimensions meet the space restrictions of the high-level layout area and have been arranged, this is a valid layout plan; if there are no goods that meet the requirements or no goods have been arranged, this is an invalid layout plan.

5. The method for intelligent ship loading based on bypass bidirectional dynamic optimization allocation strategy according to claim 2 is characterized in that: The method for dynamically adjusting the bypass plate in the second-layer cabinet layout area in S3.5, S3.13 and S3.14 is as follows: When there are sufficient bypass panels: First, read the geometric positions of the already arranged cargo load-bearing brackets, adjust the cargo position so that the brackets are concentrated on the same bypass panel; then remove the non-load-bearing bypass panels and update the number of bypass panels, and select the optimal layout plan based on the weighted scoring rules; When the number of bypass plates is insufficient: first adjust the position of the bypass plates horizontally so that they can support as many brackets as possible and remove cargo that cannot be placed on the brackets; then select the optimal layout plan based on the weighted scoring rules.

6. The method for intelligent ship loading based on bypass bidirectional dynamic optimization allocation strategy according to claim 2 is characterized in that: The bypass plate dynamic adjustment method described in S3.5, S3.13 and S3.14 further includes a weighted scoring rule, which is specifically performed as follows: When the number of bypass panels is sufficient, the optimal solution is selected using the following comprehensive scoring formula: S1=α1·U+α2·(1-B / B max )+α1·(N / N max ); Among them, the weight coefficients α1 = 0.5, α2 = 0.2, α3 = 0.3, U is the space utilization rate, B is the number of bypass panels used, B max The number of bypass plates required to fill this area is N, and the number of goods to be arranged in this area is N. max is the total quantity of goods; When the number of bypass panels is insufficient, the following comprehensive scoring formula is used to select the optimal solution: S2=β1·U+β2·(1-R / (R+N))+β3·(N / N max ); Among them, the weight coefficients β1 = 0.4, β2 = 0.4, β3 = 0.2, U is the space utilization rate, R is the number of removed goods, and R+N is the planned number of goods to be loaded in this area if the bypass plate is sufficient.

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