Tidal factor-introduced container wharf quay crane operation plan compilation optimization method

Abstract

The invention relates to the field of automatic container wharf operation optimization, in particular to a container wharf quay crane operation planning and optimizing method introducing tidal factors, and planning and information updating are carried out through a wharf production operation system and a data management system. According to the method, the tidal factor system is introduced into the quay crane operation plan compilation process, and dynamic optimization of the operation plan is realized in combination with the tidal height prediction data and the ship parameters. Compared with a traditional manual planning mode, the method can determine the safety operation height range of each time period in advance, accurately arrange the number, layer number and time of the plastering box operation, reduce the blindness of planning, and remarkably improve the fineness and scientificity of the ship operation plan.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of automated container terminal operation optimization, and particularly relates to a container terminal quay crane operation plan compilation optimization method introducing a tidal factor. BACKGROUND

[0002] With the deepening of economic globalization, container sea transportation has become the core mode of international cargo transportation due to its high efficiency and standardization. As a key node of sea-land transportation, the operation efficiency and resource scheduling capability of a container terminal directly affect the smooth operation of the global supply chain. In recent years, the global trade volume has been growing continuously, and the throughput of container terminals has been rapidly increasing. How to improve the ship turnaround efficiency and reduce the operating cost through scientific operation planning under the condition of limited terminal resources (such as quay cranes, berths, yards, etc.) has become a core issue of terminal operation management.

[0003] The quay crane operation plan of a container terminal is the core basis for guiding the production of the terminal, and its rationality, safety and efficiency directly determine the ship loading and unloading efficiency, berth utilization rate and operation cost. The traditional quay crane operation plan compilation relies on manual experience, which has significant limitations. On the one hand, manual plan compilation is inefficient and difficult to cope with large-scale and high-frequency ship operation requirements, and the plan is not precise enough, which may lead to problems such as quay crane idling and operation conflicts. On the other hand, manual planning often ignores the influence of the key environmental factor of tide.

[0004] Tidal phenomena can directly affect the ship draft, quay crane operation safety height and ship berthing and leaving conditions by changing the water level. For example, when the tide is low, the water level may be limited, or the relative height between the quay crane and the ship may be insufficient, which requires additional operations such as "high box wiping" (i.e. temporarily adjusting the stacking height of containers to meet the operation space) to make up for it. This not only increases the operation amount and cost, but also may cause operation interruption or safety risks due to temporary adjustment. The traditional method lacks systematic integration and dynamic analysis of tidal data, and can only passively adjust the plan during the operation process, leading to repeated changes in the plan, extension of single-ship operation time, and further increase of the work intensity of the planner and the terminal operating cost.

[0005] In recent years, with the application of intelligent technologies such as big data, cloud computing and Internet of Things in the port field, intelligent terminal construction has become a trend, which puts forward higher requirements for the automation, refinement and dynamics of the operation plan. In the existing technology, although some plan systems have realized the digitization of the operation process, they still do not include the tidal factor in the core optimization logic, and cannot solve the problems of operation efficiency and safety under the influence of the tide from the source. Therefore, there is an urgent need for a method that can integrate tidal data and realize dynamic optimization of quay crane operation plan to meet the development needs of intelligent terminals and improve the scientificity and feasibility of the operation plan. SUMMARY

[0006] The present application aims to provide a container wharf quay crane operation planning optimization method by introducing a tidal factor to solve the problems in the prior art.

[0007] To achieve the above-mentioned purpose, the present application provides the following technical scheme: a container wharf quay crane operation planning optimization method by introducing a tidal factor, which is planned and information is updated through a wharf production operation system and a data management system, and specifically includes the following steps: S11: obtaining wharf tidal data through a related data platform; S12: importing the obtained tidal data into the wharf production operation system and performing graphical transformation so as to be conveniently used by a planner; S13: importing ship message data into the system and obtaining ship data from a data management platform; S14: setting ship loading and unloading parameters, and generating a ship operation plan scheme 1.0 by the wharf production operation system; S15: determining whether the operation plan needs to be adjusted according to the ship operation plan scheme 1.0, combining the tidal data to analyze the rationality of quay crane operation in each period, if the operation plan needs to be adjusted, generating a ship operation plan scheme 2.0 on the basis of reducing high box operation while taking into account the continuity and feasibility of quay crane operation, if the operation plan does not need to be adjusted, directly generating a ship operation plan scheme 2.0; S16: according to the ship operation plan scheme 2.0, analyzing the tidal situation in each period and combining the ship data to arrange the number, layer and time of high box in each berth to obtain a ship operation plan scheme 3.0; S17: predicting the quay crane completion time according to the ship operation plan scheme 3.0, combining the tidal data and ship draft to develop a ship departure dynamic plan; S18: in the operation process, if a special situation is encountered, the operation plan can be dynamically adjusted according to the graphical tidal data to improve the safety and feasibility of the plan.

[0008] Preferably, in step S11, the related data platform is a platform capable of providing tidal prediction data of the area where the wharf is located.

[0009] Preferably, in step S12, the graphical transformation is to transform the tidal data into a time-tidal height broken line graph and display it on the left side of the operation plan graph.

[0010] Preferably, in step S13, the ship message data includes ship graph data, manifest data, loading manifest data and landing data; and the ship data includes ship length, width and height.

[0011] Preferably, in step S14, the ship loading and unloading parameters include the unloading sequence from inside to outside, the loading sequence by layer from outside to inside, the last unloading and first loading in the hold, the unloading sequence from the rear to the front of the ship, and the loading sequence from the front to the rear of the ship.

[0012] Preferably, in step S15, the basis for determining whether the operation plan needs to be adjusted is that, if the planned adjustment can reduce the height of the box operation and does not affect other quay crane operations in the operation plan, the operation plan needs to be adjusted.

[0013] Preferably, in step S16, the arrangement of the high box for each berth includes whether the high box needs to be uniformly operated at the low tide, and the number of layers of the high box that needs to be operated.

[0014] Preferably, in step S18, the special situation includes a quay crane failure requiring maintenance, resulting in a change in the plan.

[0015] Compared with the method in the prior art, the present application has the following beneficial effects: The present application introduces a tide factor system into the quay crane operation plan preparation process, combines tide height prediction data and ship parameters, and realizes dynamic optimization of the operation plan. Compared with the traditional manual plan preparation mode, the safe operation height range of each period can be determined in advance, the number, number of layers and time of the high box operation can be accurately arranged, the blindness of plan preparation is reduced, and the precision and scientific nature of the ship operation plan are significantly improved. Based on the advance analysis of tide data, the scheme can effectively avoid the safety risks of quay crane operation caused by water level changes (such as collision hazards caused by insufficient operation height), and ensure the safety of the ship loading and unloading process. In addition, by optimizing the continuity and feasibility of quay crane operation, the single-ship operation cycle is shortened, and the berth turnover rate and overall operation efficiency are improved. The graphical tide data display and dynamic adjustment mechanism enable the planner to quickly respond to unexpected situations (such as quay crane failure, abnormal tide, etc.) during the operation process, optimize the operation plan in a timely manner, ensure the feasibility and adaptability of the plan, and reduce the operation interruption caused by unexpected conditions. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 The overall flowchart of the present application is shown in the figure. DETAILED DESCRIPTION

[0017] It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0018] In the description of the present application, it should be understood that the terms "center", "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the present application. In addition, the terms "first", "second" and the like are only for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined with "first", "second" and the like can be explicitly or implicitly included one or more. In the description of the present application, unless otherwise specified, the meaning of "a plurality of" is two or more.

[0019] In the description of the present application, it should be noted that unless otherwise specified and limited, the terms "mounting", "connection", "connection", "fixed connection", "fixed connection" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integral connection; it can be mechanical connection, or electrical connection; it can be directly connected, or indirectly connected through intermediate medium, or the communication between two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood through specific circumstances.

[0020] The specific embodiments of the present application will be described in detail below in conjunction with the preferred embodiments and the accompanying drawings.

[0021] The present scheme integrates tidal data and ship operation parameters, relies on the wharf production operation system and data management system to realize automatic generation and dynamic adjustment of the plan, and the specific process is shown in FIG. 1, including data acquisition, plan generation, optimization iteration, dynamic adjustment and departure plan making and the like.

[0022] S11, acquiring wharf tidal data Through the national oceanic and atmospheric administration tide forecasting platform, local maritime department data interface or third party marine data service platform, the future 72 hours of tidal data of the sea area where the wharf is located is acquired, including the tide height, rising and falling tide period and extreme water level information at each time point, ensuring that the data accuracy is to the centimeter level, meeting the operation safety calculation demand.

[0023] S12, graphical processing of tidal data The acquired tidal data is automatically imported into the terminal production operation system through the background interface. The system converts the data into a graphical format, generates a "time-tide height" line graph (horizontal axis: time, vertical axis: tide height), and embeds it on the left side of the job planning interface, providing a visual display of the tidal trend at different times, which helps planners quickly determine the water level conditions at different time points.

[0024] S13, import ship-related data Ship message data: Import ship graph data (initial stacking position of containers on the ship), manifest data (cargo details and handling requirements), loading manifest data (pre-arrangement plan), and landing data (containers that need to be temporarily adjusted) through EDI messages provided by shipping companies or system integration. Ship basic data: Retrieve ship static data from the terminal data management platform, including ship length, ship width, ship depth, maximum draft, hatch number, and berth distribution, to provide a basis for operation parameter setting.

[0025] S14, generate initial operation plan The planner sets the ship loading and unloading parameters in the system, including: Unloading logic: Unload from the inboard to the outboard, with the inboard nest (the innermost container in the cabin) being the last to unload. Loading logic: Load from the outboard to the inboard, with the inboard nest being the first to load, and following the "front of the ship -> rear of the ship" sequence. Priority rules: Hazardous containers and urgent containers are given priority.

[0026] After setting the parameters, the system generates a ship operation plan scheme 1.0 based on ship data and loading and unloading logic, including the planned operation time for each berth, shore crane allocation, and preliminary loading and unloading sequence.

[0027] S15, optimize scheme 2.0 The system automatically compares scheme 1.0 with the graphical tidal data to analyze the rationality of shore crane operations at different times: If the planned operation of a berth at a certain time may result in insufficient shore crane operation height due to low tide (additional high-box operations are required), and adjusting the operation sequence can reduce such situations (while not affecting the continuity of other shore cranes), then the plan adjustment is triggered. Adjustment principle: Preferably arrange the operation of berths that require high-box operations during periods of higher tide to reduce the number of high-box layers; the operation time of berths handled by the same shore crane is continuous to avoid frequent movement of equipment. If no adjustment is needed, scheme 1.0 is directly converted to scheme 2.0.

[0028] S16, refine high-box arrangement Based on scheme 2.0, combined with the tidal height of each period and the structure of ship berth, the system further optimizes to generate scheme 3.0: The number of each berth's high box (the number of containers that need to be temporarily adjusted), the number of layers (stacking height adjustment value), and the operation time window (such as concentrating on low berth high operation during low tide period to avoid insufficient tide height leading to secondary adjustment) are determined. For example: A certain berth needs to operate 3 layers of high boxes during low tide (tide height 2 meters), the system arranges it in the period when the tide height rises to more than 3 meters, only 1 layer needs to be adjusted to meet the gantry crane operating height, reducing invalid labor.

[0029] S17, develop a dynamic departure plan According to the estimated completion time of the gantry crane in scheme 3.0, combined with the ship's draft data (actual draft after operation) and tide forecast, the system calculates the minimum tide height required for the ship to depart (which needs to meet the water level for safe departure), formulates the departure time window suggestion, and synchronizes it to the ship agent and pilot department to ensure that the water level meets the requirements when departing.

[0030] S18, dynamic adjustment during operation If special circumstances occur during operation (such as gantry crane failure, sudden tilt of the ship, deviation between actual and predicted tide values exceeding 0.5 meters), the planner can quickly re-plan through the graphical tide chart: For example: Gantry crane failure leads to operation delay, the planner checks the remaining period tide height trend, and arranges the unfinished high berth operation in the remaining time with higher tide height to avoid the inability to operate due to water level drop; The adjusted plan is synchronized to the on-site operation terminal in real time to ensure the consistency of execution.

[0031] Through the above process, this scheme realizes the deep integration of tidal factors and operation planning, reduces the high box operation amount by about 30%, shortens the single ship plan preparation time by 50%, and reduces the safety hazards caused by tide during operation by 60%, significantly improving the efficiency and safety of the terminal operation.

[0032] It should be noted that for ordinary skilled persons in the technical field, without departing from the principles of the present invention, several improvements and refinements can be made, which should also be considered within the scope of protection of the present invention.

Claims

1. A container terminal quay crane operation planning optimization method incorporating tide factors, characterized in that, The planning and information updating are performed through a wharf production operation system and a data management system, and specifically include the following steps: S11: Obtain wharf tide data through a related data platform; S12: Import the obtained tide data into the wharf production operation system and perform graphical conversion, so as to facilitate the use of the planner; S13: Import ship message data into the system and obtain ship data from the data management platform; S14: Set ship loading and unloading parameters, and generate ship operation plan scheme 1.0 by the wharf production operation system through one key; S15: According to the ship operation plan scheme 1.0, analyze the rationality of the shore crane operation in each period in combination with the tide data, determine whether the operation plan needs to be adjusted, if the adjustment is needed, generate ship operation plan scheme 2.0 on the basis of reducing the high box operation while taking into account the continuity and feasibility of the shore crane operation; if the adjustment is not needed, directly generate ship operation plan scheme 2.0; S16: According to the ship operation plan scheme 2.0, analyze the tide condition in each period in combination with the ship data, arrange the number, layer and time of the high box in each berth to obtain ship operation plan scheme 3.0; S17: According to the ship operation plan scheme 3.0, predict the shore crane completion time in combination with the tide data and ship draft to develop a ship departure dynamic plan; S18: In the operation process, the operation plan can be dynamically adjusted according to the graphical tide data in case of special circumstances, so as to improve the safety and feasibility of the plan.

2. The method of claim 1, wherein, In step S11, the related data platform is a platform capable of providing wharf area tide prediction data.

3. The method of claim 1, wherein, In step S12, the graphical conversion is to convert the tide data into a time-tide height broken line graph, and display it on the left side of the operation plan graph.

4. The method of claim 1, wherein, In step S13, the ship message data includes ship drawing data, manifest data, loading manifest data and landing data; and the ship data includes ship length, width and height.

5. The method of claim 1, wherein, In step S14, the ship loading and unloading parameters include the loading and unloading logic sequence from the inside to the outside, the loading and unloading of the ship by layer from the outside to the inside, the last unloading and the first loading of the in-cabin nest, and the unloading from the rear to the front and the loading from the front to the rear of the ship.

6. The method of claim 1, wherein, In step S15, the basis for determining whether the operation plan needs to be adjusted is that if the planned adjustment can reduce the high box operation and does not affect other shore crane operations, the operation plan needs to be adjusted.

7. The method of claim 1, wherein, In step S16, the arrangement of the high box in each berth includes whether the high box needs to be uniformly operated at the low tide, and the number of layers of the high box that needs to be operated.

8. The method of claim 1, wherein, In step S18, the special circumstances include shore crane failure requiring maintenance, which leads to plan change.

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