A terminal tractor dispatching method and system

Abstract

This application relates to the field of port automation technology, and provides a method and system for scheduling quay guide vehicles. The method includes: acquiring the cargo loading and unloading requirements corresponding to each quay crane; determining the current work position corresponding to the quay crane based on the cargo loading and unloading requirements; identifying the target buffer position corresponding to the current quay crane from multiple unobstructed buffer positions corresponding to the current work position based on the current work position and cargo loading and unloading requirements; and calling the guide vehicle corresponding to the current quay crane based on the target buffer position and cargo loading and unloading requirements, so that the guide vehicle enters or leaves the work position corresponding to the current quay crane via the target buffer position to complete cargo loading and unloading. This application staggers the work positions identified by adjacent quay cranes along the direction in which multiple quay cranes are arranged sequentially, and identifies the target buffer position from the unobstructed buffer positions corresponding to each quay crane based on the work position and cargo loading and unloading requirements of the quay crane, effectively reducing the detour distance of the guide vehicles and improving the operating efficiency of the terminal.

Description

Technical Field

[0001] This application relates to the field of port automation technology, and in particular to a method and system for scheduling terminal guide vehicles. Background Technology

[0002] In automated container terminals, multiple guided vehicles (AGVs) are dispatched by an intelligent guided vehicle (ARTV) scheduling system to handle the horizontal transport of containers from the quayside to the yard. When a ship berths, the automated quay crane unloads the containers, and the ARTVs drive to their corresponding work lanes under the quay crane, precisely picking up the containers. They then transport the containers through the traffic lanes and parallel buffer zones to the designated container area in the yard, where they are stacked by automated rail-mounted gantry cranes. The loading process is the reverse. Multiple work lanes are arranged parallel to each other behind the quay crane, from closest to furthest.

[0003] The existing guided vehicle dispatching system marks all operating lanes, passing lanes, and parallel buffer positions as shared by multiple quay cranes when dispatching guided vehicles, and flexibly arranges the travel paths of guided vehicles based on the availability of operating lanes, passing lanes, and parallel buffer positions. When guided vehicles are parked in operating lanes that are far from the quay cranes or in buffer positions that are close to the quay cranes, the guided vehicle dispatching system controls subsequent guided vehicles to detour long distances to reach operating lanes closer to the quay cranes. This results in long transit times for guided vehicles transporting containers, and the operational efficiency of automated container terminals needs further improvement. Summary of the Invention

[0004] In view of this, this application provides a terminal guide vehicle scheduling method and system, which can solve the problem of low operating efficiency of container terminals caused by a large number of long-distance detours when scheduling guide vehicles in existing guide vehicle scheduling systems.

[0005] This application provides a method and system for scheduling dockside guide vehicles through various embodiments. The following description covers multiple aspects, and the embodiments and beneficial effects described below can be used as a reference.

[0006] In a first aspect, this application provides a method for scheduling dockside guide vehicles, used for scheduling dockside guide vehicles. The dock includes multiple quay cranes arranged along a first direction and multiple buffer positions, as well as multiple lanes arranged below the quay cranes along a second direction. The lanes include multiple work lanes and passage lanes for spacing between the work lanes, wherein the lanes are located between the quay cranes and the buffer positions, and the first and second directions are perpendicular. The method includes:

[0007] Obtain the cargo loading and unloading requirements for each quay crane;

[0008] Based on cargo loading and unloading requirements, the corresponding work position of the current quay crane is determined. The work position is located on the work lane, and the work positions of every two adjacent quay cranes are staggered along the first direction.

[0009] Based on the current working position of the quay crane and the cargo loading and unloading requirements, the target buffer position corresponding to the current quay crane is identified from multiple barrier-free buffer positions corresponding to the current working position. The barrier-free buffer position corresponding to the current working position is not directly opposite or adjacent to the current working position, and is not directly opposite or adjacent to other working positions located on the working lane near the buffer position and adjacent to the current working position.

[0010] Based on the target buffer position of the current quay crane and the cargo loading and unloading requirements, the guide vehicle corresponding to the current quay crane is called so that the guide vehicle can drive into or out of the corresponding work position of the current quay crane via the target buffer position to complete the cargo loading and unloading.

[0011] According to the embodiments of this application, the above-described technical solution of this application has at least the following beneficial effects:

[0012] The work positions identified for adjacent quay cranes are staggered along the direction in which multiple quay cranes are arranged sequentially. This avoids situations where guide vehicles are parked under multiple consecutive quay cranes, and the guide vehicles are parked in work lanes far away from the quay cranes. Based on the work positions of the quay cranes and the cargo loading and unloading requirements of the quay cranes, the corresponding target buffer positions are identified from the barrier-free buffer positions corresponding to each quay crane. This ensures that the target buffer positions are as close as possible to the corresponding work positions, effectively reducing the detour distance of the guide vehicles, improving the terminal's operating efficiency, and solving the problem of low terminal operating efficiency caused by long detour distances of guide vehicles in existing technologies.

[0013] In one possible implementation of the first aspect above, based on the current working position of the quay crane and the cargo loading and unloading requirements, the target buffer position corresponding to the current quay crane is identified from multiple unobstructed buffer positions corresponding to the current working position, including:

[0014] Based on the working position corresponding to each quay crane, the upper buffer position and / or lower buffer position corresponding to each quay crane are identified from multiple barrier-free buffer positions. The upper buffer position is used to provide the path for the guide vehicle to enter the working position, and the lower buffer position is used to provide the path for the guide vehicle to leave the working position.

[0015] Obtain the current working position of the quay crane, and confirm the upper buffer position and / or lower buffer position of the current quay crane;

[0016] Based on the upper and / or lower buffer positions corresponding to the current quay crane, and the cargo loading and unloading requirements, determine the target buffer position of the current quay crane.

[0017] In one possible implementation of the first aspect above, based on the working position corresponding to each quay crane, the upper buffer position and / or lower buffer position corresponding to each quay crane are identified from multiple unobstructed buffer positions, including:

[0018] Based on the working position corresponding to each quay crane, at least one unobstructed buffer position closest to the first side of each working position is identified as the starting gear position of the corresponding quay crane, and at least one unobstructed buffer position closest to the second side of each working position is identified as the starting gear position of the corresponding quay crane.

[0019] Starting from the initial gear position corresponding to each quay crane, at least one supplementary gear position is identified on the first side of the quay crane in the direction away from the quay crane. The supplementary gear position does not overlap with any other initial gear position or any other initial derailment position. The gear buffer position includes the initial gear position and the supplementary gear position.

[0020] Confirm that the configuration of the upper buffer position of each quay crane meets the corresponding upper buffer position requirements;

[0021] And / or, starting from the starting downshift position corresponding to each quay crane, at least one supplementary downshift position is identified on the second side of the quay crane in a direction away from the quay crane. The supplementary downshift position does not overlap with any other starting downshift position or any other starting upshift position. The downshift buffer position includes the starting downshift position and the supplementary downshift position.

[0022] Confirm that the configuration of the lower buffer position of each quay crane meets the corresponding lower buffer position requirements.

[0023] In one possible implementation of the first aspect above, starting from the initial upshift position corresponding to each quay crane, at least one supplementary upshift position is identified on the first side of the quay crane in a direction away from the quay crane; starting from the initial downshift position corresponding to each quay crane, at least one supplementary downshift position is identified on the second side of the quay crane in a direction away from the quay crane, including:

[0024] On the first side of the quay crane, at least one supplementary gear position is identified from the starting gear position corresponding to the quay crane in the direction away from the quay crane, until the adjacent starting gear position is identified.

[0025] On the second side of the quay crane, at least one supplementary gear position is identified from the starting gear position corresponding to the quay crane in the direction away from the quay crane, until the adjacent starting gear position is identified.

[0026] Confirm the existence of overlapping buffer positions. Each overlapping buffer position serves as both a supplementary upshift position for one quay crane and a supplementary downshift position for another quay crane. Reconfirm each overlapping buffer position as either a supplementary upshift position for one quay crane or a supplementary downshift position for another quay crane.

[0027] In one possible implementation of the first aspect above, re-identifying each overlapping buffer position as a supplementary upper stop of one quay crane or a supplementary lower stop of another quay crane includes:

[0028] Based on the upshift requirement of one of the quay cranes, at least part of the overlapping buffer positions are reconfirmed as supplementary upshift positions of the quay crane so that the configuration of the upshift buffer positions of the quay crane meets the upshift requirement, and the remaining overlapping buffer positions are confirmed as supplementary downshift positions of the other quay crane.

[0029] Alternatively, based on the downshift requirement of one of the quay cranes, at least a portion of the overlapping buffer positions are reconfirmed as supplementary downshift positions for that quay crane, so that the configuration of the downshift buffer positions of that quay crane meets the downshift requirement, and the remaining overlapping buffer positions are confirmed as supplementary upshift positions for the other quay crane.

[0030] Alternatively, some overlapping buffer positions can be designated as supplementary upper gear positions, and other overlapping buffer positions can be designated as supplementary lower gear positions, so that the upper gear position requirements of one quay crane and the lower gear position requirements of another quay crane can be met to a similar degree.

[0031] In one possible implementation of the first aspect described above, the method further includes:

[0032] In the event that the configuration of the upper buffer position of the quay crane does not meet the upper buffer position requirements of the quay crane;

[0033] On the first side of the quay crane, starting from the supplementary gear position corresponding to the quay crane that is farthest from the quay crane, continue to confirm at least one supplementary gear position in the direction away from the quay crane, until it is confirmed that the configuration of the gear buffer position of each quay crane meets the corresponding gear position requirements.

[0034] And / or, if it is confirmed that the configuration of the lower buffer position of the quay crane does not meet the lower buffer position requirements of the quay crane;

[0035] On the second side of the quay crane, starting from the supplementary downshift position corresponding to the quay crane furthest from the quay crane, continue to confirm at least one supplementary downshift position in the direction away from the quay crane, until it is confirmed that the configuration of the downshift buffer position of each quay crane meets the corresponding downshift position requirements.

[0036] In one possible implementation of the first aspect above, confirming that the configuration of the upper buffer position of each quay crane meets the corresponding upper buffer position requirements includes:

[0037] Based on the number of guide vehicles equipped with the quay crane, determine the lower limit of the upper gear points of the quay crane, and set the sharing coefficient based on the operational busyness of the terminal.

[0038] Based on the sharing coefficient and the configuration of the upper buffer position corresponding to the quay crane, the upper buffer position integral of the quay crane is confirmed.

[0039] If the upper gear integral of the quay crane is confirmed to be greater than or equal to the lower limit of the upper gear integral, then the configuration of the upper gear buffer position of the quay crane meets the upper gear requirement of the quay crane.

[0040] In one possible implementation of the first aspect above, confirming that the configuration of the lower buffer position of each quay crane meets the corresponding lower buffer position requirements includes:

[0041] Based on the number of guide vehicles equipped with the quay crane, determine the lower limit of the lower gear points of the quay crane, and set the sharing coefficient based on the operational busyness of the terminal.

[0042] Based on the shared coefficient and the configuration of the corresponding lower buffer position of the quay crane, the lower buffer position integral of the quay crane is confirmed;

[0043] If the lower gear integral of the quay crane is confirmed to be greater than or equal to the lower gear integral limit, then the configuration of the lower gear buffer position of the quay crane meets the lower gear requirements of the quay crane.

[0044] In one possible implementation of the first aspect above, the upper gear integral of the quay crane is determined based on the sharing coefficient and the configuration of the upper gear buffer position corresponding to the quay crane, including:

[0045] Confirm the number of exclusive upper gear positions in the upper gear buffer positions of the quay crane, and determine the first upper gear position integral of the quay crane based on the number of exclusive upper gear positions; wherein, the exclusive upper gear position is the upper gear buffer position used exclusively by the quay crane.

[0046] Confirm the number of shared upper buffer positions in the upper buffer positions of the quay cranes and the number of quay cranes corresponding to each shared upper buffer position. Shared upper buffer positions are upper buffer positions shared by the quay cranes and other quay cranes.

[0047] Based on the number of shared upper gear positions, the sharing coefficient, and the number of quay cranes corresponding to each shared upper gear position, the second upper gear position integral of the quay crane is determined;

[0048] The upper gear integral of the quay crane is determined based on the first upper gear integral and the second upper gear integral.

[0049] Secondly, this application provides a terminal guide vehicle scheduling system for scheduling terminal guide vehicles. The terminal includes multiple quay cranes and multiple buffer positions arranged along a first direction, and multiple lanes arranged along a second direction and located below the quay cranes. The lanes include multiple work lanes and passage lanes for spacing between work lanes, wherein the lanes are located between the quay cranes and the buffer positions, and the first and second directions are perpendicular. The system includes:

[0050] Multiple guided vehicles are used to move between the quay crane and the container area to complete the loading and unloading of goods;

[0051] The control device, which communicates with the guide vehicle, is used to obtain the cargo loading and unloading requirements of the quay crane and determine the corresponding working position of the quay crane. Based on the corresponding working position of the quay crane, the corresponding target buffer position is identified, so as to call the guide vehicle corresponding to the quay crane and control the guide vehicle to drive into or out of the working position through the target buffer position to complete the cargo loading and unloading.

[0052] Thirdly, this application provides an electronic device including a processor and a memory, wherein the memory stores at least one instruction or at least one program, and the at least one instruction or at least one program is loaded and executed by the processor to implement the dock guide vehicle scheduling method disclosed in the first aspect and any possible implementation thereof.

[0053] Fourthly, this application provides a computer-readable storage medium storing at least one instruction or at least one program, wherein the at least one instruction or at least one program is loaded and executed by a processor to implement the dock guide vehicle scheduling method disclosed in the first aspect and any possible implementation thereof.

[0054] Fifthly, this application provides a computer program product comprising: computer instructions that, when executed on an electronic device, cause the electronic device to perform the dock guide vehicle scheduling method disclosed in the first aspect and any possible implementation thereof.

[0055] The beneficial effects of the second to fourth aspects can be found in the first aspect and the beneficial effects of any possible implementation of the first aspect, and will not be repeated here. Attached Figure Description

[0056] Figure 1 This is a schematic diagram of the layout of a wharf in an embodiment of this application;

[0057] Figure 2 This is a schematic diagram of another layout of the dock in an embodiment of this application;

[0058] Figure 3 This is a diagram of the turning trajectory of the guide vehicle in downshift in the embodiments of this application.

[0059] Figure 4 This is a schematic diagram of the dock guide vehicle scheduling system in the embodiments of this application;

[0060] Figure 5 This is a flowchart of the dock guide vehicle scheduling method in the embodiments of this application;

[0061] Figure 6 This is a schematic diagram of the working position layout of the quay crane in the embodiments of this application;

[0062] Figure 7 This is a schematic diagram of the barrier-free buffer zone configuration of the quay crane in the embodiments of this application;

[0063] Figure 8 This is a flowchart of step S3000 in an embodiment of this application;

[0064] Figure 9This is a schematic diagram illustrating the configuration of the starting up gear position and the starting down gear position in the embodiments of this application;

[0065] Figure 10 This is a schematic diagram showing the final configuration of the upper and lower buffer positions of the quay crane in this embodiment of the application.

[0066] Figure 11 This is a preliminary configuration diagram of the supplementary upper and lower gears of the quay crane in the embodiments of this application;

[0067] Figure 12 This is a schematic diagram of a configuration of the supplementary upper and lower positions of the quay crane obtained after reconfirming the overlapping buffer position in step S3123 of this application embodiment.

[0068] Figure 13 This is a block diagram of the electronic device in the embodiments of this application;

[0069] Figure 14 This is a block diagram of a system-on-chip (SoC) in the embodiments of this application. Detailed Implementation

[0070] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0071] The following is an explanation of the terms used in the embodiments of this application.

[0072] Quay crane: A quay crane, also known as a shore-based container crane, is the core and most critical loading and unloading equipment in a modern container terminal, connecting ships and land. It is used to lift containers from berthed container ships and precisely place them onto transport equipment at the quay's edge, or to lift containers transported from the rear storage yard and precisely place them into designated holds or deck positions on the ship. The transport equipment can be guided vehicles or container trucks, etc.

[0073] Container yard: Also known as a container yard, it is a scientifically planned area within the land area of ​​a terminal, marked with numbers and equipped with professional loading and unloading equipment, used for the temporary storage, sorting, and handover of containers before and after loading and unloading. Its management efficiency directly determines the terminal's throughput capacity, operational smoothness, and space utilization rate, and it is a key intelligent node connecting waterway and land logistics.

[0074] To better understand the dock guide vehicle scheduling method and system in the embodiments of this application, the following will first combine... Figures 1-3 This application provides a detailed description of the application scenarios for the guide vehicle scheduling method and system in its embodiments. Figure 1 This application illustrates one layout of the dock in an embodiment. Figure 2 Another layout of the dock in an embodiment of this application is shown. Figure 3 The turning trajectory of the dock guide vehicle when it decelerates in an embodiment of this application is shown.

[0075] like Figure 1 The quay layout shown depicts multiple quay cranes and multiple buffer zones along the quay. Figure 1 The diagram shows an arrangement in direction A (corresponding to the first direction). The quay cranes are located on the dockside, with one side extending over the water and the other side extending onto the shore. Multiple quay cranes are installed on the shore along... Figure 1 The lanes shown in direction B (corresponding to the second direction) are arranged in parallel from near to far from the quay crane, with multiple lanes located below the quay crane and between the quay crane and the buffer zone. Directions A and B are perpendicular.

[0076] It should be noted that the perpendicularity of direction A and direction B here is only an illustrative example. In some embodiments, they may not be perpendicular, for example, direction A and direction B may form an angle. This application does not limit this.

[0077] The multiple lanes may include multiple work lanes and multiple traffic lanes, with each work lane adjacent to at least one traffic lane. The traffic lanes provide a non-stop passage for the guided vehicles, allowing them to move smoothly between the buffer zone and the corresponding work lane; the work lanes provide a work position for the guided vehicles to stop under the designated quay crane, enabling the guided vehicles to hand over goods to the designated quay crane.

[0078] In this embodiment, the terminal may include nine quay cranes and sixty-six buffer positions arranged along direction A, and seven lanes arranged along direction B, located between the quay cranes and the buffer positions. Lanes 2, 3, 5, and 6 are designated as work lanes, while lanes 1, 4, and 7 are designated as passage lanes. Specifically, lane 4, serving as a passage lane, separates lanes 3 and 5 (work lanes), dividing the multiple work lanes into two groups: one closer to the quay cranes and the other further away. This ensures that each work lane is adjacent to at least one passage lane, allowing guide vehicles to enter or leave the corresponding work position via the adjacent passage lane.

[0079] This application does not limit the number of quay cranes, lanes, or buffer zones included in the terminal. For example, such as... Figure 2Another terminal layout shown can also include six lanes. Lanes 2, 3, and 5 are used as work lanes, while lanes 1, 4, and 6 are used as traffic lanes. That is, lane 4, serving as a traffic lane, separates lanes 3 and 5, which are work lanes, creating two groups of work lanes: one closer to the quay crane and the other further away. This ensures that lanes 2, 3, and 5 are each adjacent to at least one traffic lane, allowing guide vehicles to enter or leave their respective work positions in lanes 2, 3, and 5 via the traffic lanes.

[0080] When the guide vehicle is engaged, it starts from the container area of ​​the terminal, turns through the buffer zone to the traffic lane, then turns from the traffic lane to the corresponding work lane, and finally stops at the work position under the designated quay crane. When the guide vehicle is disengaged, it starts from the work position under the designated quay crane, first turns to the traffic lane, then turns to the buffer zone, and finally drives to the container area.

[0081] When a quay crane is busy, guide vehicles that need to travel to that quay crane can stop in the buffer zone instead of stopping in the traffic lane or the operation lane, thus effectively avoiding the low transportation efficiency caused by lane congestion.

[0082] To ensure the overall operational efficiency of the terminal, it is necessary to ensure that the guide vehicles do not make U-turns or reverse during the upshifting and downshifting process, so as not to obstruct the normal driving of other guide vehicles and cause congestion.

[0083] First, to avoid congestion caused by guide vehicles traveling in opposite directions meeting in the same lane, the guide vehicles in the same lane need to travel in the same direction. Second, due to the turning radius of the guide vehicles, in order to ensure that the guide vehicles can turn smoothly without reversing or making a U-turn, sufficient turning space needs to be reserved between the lane and the buffer zone.

[0084] Specifically, such as Figure 1 The direction of travel for the guide vehicles indicated in the document is direction A. All guide vehicles may travel in direction A in both the work lane and the passage lane. All guide vehicles must proceed from [a specific direction] when heading towards the corresponding quay crane. Figure 1 The vehicle should enter the area beneath the corresponding quay bridge from the left side (corresponding to the first side); all guided vehicles must exit from the designated quay bridge when leaving the corresponding quay bridge. Figure 1 The guide vehicle will exit under the bridge on the right side (corresponding to the second side). This ensures that all guide vehicles in all lanes maintain a consistent driving direction, preventing guide vehicles from traveling in opposite directions in any lane, and thus avoiding congestion caused by two guide vehicles meeting.

[0085] Specifically, refer to Figure 3The turning trajectory of the guide vehicle when it is downshifted is shown. Taking the turning process of the guide vehicle when it is downshifted as an example, the turning radius of the guide vehicle when turning between the lane and the buffer zone is explained, and the space required for the guide vehicle to turn is further explained based on the turning radius of the guide vehicle.

[0086] like Figure 3 As shown, when the guide vehicle starts turning from its upright position in the lane, it needs to pass through buffer zone 10, which is the closest to its upright position, before turning into buffer zone 11 and proceeding to the cargo area via buffer zone 11, without colliding with adjacent guide vehicles. In other words, buffer zone 10 provides sufficient space for the guide vehicle to turn.

[0087] In other words, because the turning radius of the guide vehicle occupies a certain amount of space, the guide vehicle cannot directly enter the buffer zone closest to its current upright position. From the time the guide vehicle begins to deviate from the lane until it returns to its upright position in the buffer zone, at least one buffer zone's worth of space is required. Similarly, when the guide vehicle turns from the buffer zone into the lane, at least one buffer zone's worth of space is also required.

[0088] When the guided vehicle is completely under the quay crane, it needs to be in an upright position to avoid collisions with other guided vehicles parked in adjacent lanes due to its tilt relative to the lane, and to ensure smooth cargo handover between the guided vehicle and the quay crane. Therefore, considering the turning radius of the guided vehicle, when controlling its entry into or exit from the quay crane, the closest buffer position to the quay crane is not used for shifting gears; instead, the second closest or further buffer position is used to ensure the guided vehicle is in an upright position when completely under the quay crane.

[0089] In other words, the nearest buffer position that can ensure the smooth shifting of the guide vehicle corresponding to the designated quay crane is not the closest buffer position to the designated quay crane, but the second closest buffer position to the designated quay crane.

[0090] Based on the aforementioned application scenarios of the guided vehicle scheduling method and system, the technical problems to be solved by the embodiments of this application will be described below.

[0091] As described in the background section, existing guided vehicle (ART) dispatching systems mark all operating lanes, traffic lanes, and parallel buffer positions as shared by all quay cranes when dispatching ARTs. The systems flexibly arrange ART vehicle routes based on the availability of operating lanes, the busyness of traffic lanes, and the availability of parallel buffer positions. When ARTs are parked under multiple consecutive quay cranes, and these ARTs are parked in operating lanes far from the quay cranes, subsequent ARTs needing to reach some of the quay cranes must detour through buffer positions far from their target quay cranes to avoid the ARTs parked in the operating lanes. This results in prolonged container transport time for ARTs, and the operational efficiency of automated container terminals needs further improvement.

[0092] For example, such as Figure 1 As shown, when there are guide vehicles parked under quay bridges 2 through 7, and all guide vehicles are parked in lane 6, which serves as the work lane, if a guide vehicle needs to travel to the area under quay bridge 8, it will be limited by its driving direction and turning radius. In this case, the guide vehicle can only travel from buffer positions 1-14 to lanes 2, 3, or 5, which serve as the work lane, and will eventually stop under quay bridge 8. It cannot enter the area under quay bridge 8 from the buffer position closer to the first side of quay bridge 8.

[0093] Specifically, due to the limited driving direction and turning radius of the guide vehicle, the guide vehicle can only shift up from the buffer position located on the left side of the No. 8 quay bridge (corresponding to the first side) and shift down from the buffer position located on the right side of the No. 8 quay bridge (corresponding to the second side). That is, when the guide vehicle needs to shift up to below the No. 8 quay bridge, it can only shift up from buffer positions 1 to 44.

[0094] However, if the guide vehicle travels through any of the buffer positions from 15 to 44 to lane 7, and then turns into any of the work lanes under the No. 8 quay bridge, it may not be properly positioned when fully inside the No. 8 quay bridge. Therefore, the guide vehicle must use any of the buffer positions from 1 to 14 to turn into lane 1 or lane 4 (which is a traffic lane), and then turn into lane 2, lane 3, or lane 5 (which is a work lane) to reach the No. 8 quay bridge and engage the gear. At this point, the guide vehicle has to detour around the No. 2 quay bridge to the guide vehicle in lane 6 under the No. 7 quay bridge, resulting in a long detour and low engagement efficiency.

[0095] In other words, because the existing steerable vehicle dispatching system marks all operating lanes, traffic lanes and parallel buffer positions as shared by all quay cranes, the aforementioned situations where steerable vehicles have to take long detours frequently occur, the steerable vehicles take a long time to shift gears, and the overall transportation efficiency of the terminal is low.

[0096] Therefore, to solve the above problems, this application provides a dockside guide vehicle scheduling method and system, which determines the work positions of adjacent quay cranes along the direction in which multiple quay cranes are arranged sequentially (e.g., ...). Figure 1 The staggered arrangement (as shown in direction A) avoids situations where multiple consecutive quay cranes have guide vehicles parked under them, and where the guide vehicles are parked in work lanes far from the quay cranes. Based on the quay crane's work position and cargo loading and unloading requirements, the corresponding target buffer position is identified from the barrier-free buffer positions corresponding to each quay crane, so that the target buffer position is as close as possible to the corresponding work position. This effectively reduces the detour distance of the guide vehicles, improves the terminal's operating efficiency, and solves the problem of low terminal operating efficiency caused by long detour distances of guide vehicles in the existing technology.

[0097] To better understand the dock guide vehicle scheduling method of this application embodiment, the following will first combine... Figure 1 and Figure 4 First, the dock guidance vehicle scheduling system of this application embodiment, on which this method relies, will be described in detail. Figure 4 The dock guide vehicle scheduling system in an embodiment of this application is shown.

[0098] like Figure 4 The dock guide vehicle scheduling system shown in this application embodiment may include: a control device and multiple guide vehicles.

[0099] Guided vehicles are used to move between the quay cranes and the container area to complete the loading and unloading of goods. Each quay crane on the terminal can be equipped with multiple guided vehicles.

[0100] The control device and the guided vehicle are communicatively connected. The control device is used to control the guided vehicle to complete the loading and unloading of goods based on the cargo loading and unloading requirements. Specifically, the control device first obtains the cargo loading and unloading requirements of the quay crane and determines the corresponding work position of the quay crane. Then, based on the work position of the quay crane, it identifies the corresponding target buffer position, and then calls the guided vehicle corresponding to the quay crane and controls the guided vehicle to enter or leave the work position through the corresponding target buffer position, ultimately completing the cargo loading and unloading.

[0101] This application does not limit the specific method of communication connection. There can be various methods of communication connection. For example, the communication connection method can be a wireless communication connection method such as ZigBee, LoRa, Wi-Fi, Bluetooth, etc., or a wired communication connection method such as fiber optic or power line.

[0102] In this embodiment of the application, there is no limitation on the number of guide vehicles equipped in each quay crane. For example, each quay crane can be equipped with six to ten guide vehicles, and half of the guide vehicles can be designated to be used when in upshift and the other half to be used when in downshift through the control device.

[0103] The following is combined with Figure 5 and Figure 6 This application provides a detailed description of the dock guide vehicle scheduling method in its embodiments. Wherein, Figure 5 The flowchart of the dock guide vehicle scheduling method in the embodiments of this application is shown. Figure 6 The work station layout of the quay crane in an embodiment of this application is shown.

[0104] like Figure 5 The flowchart of the dock guide vehicle scheduling method shown in this application embodiment includes the following steps S1000-S4000:

[0105] Step S1000: The control device acquires the cargo loading and unloading requirements corresponding to each quay crane.

[0106] In this embodiment, the control device can pre-determine the ship's overall operation plan based on the ship's stowage diagram and break it down into specific instructions to be issued to each quay crane. During operation, the quay crane uses its own sensors to perceive the completion status of each step in the cargo transfer process in real time, and feeds back the corresponding completion status signals to the control device through a communication connection, enabling the control device to obtain the cargo loading and unloading requirements for each quay crane.

[0107] In this embodiment of the application, the cargo loading and unloading requirements corresponding to each quay crane may include at least the following four types: cargo needs to be loaded onto the ship but the cargo guide vehicle has not yet departed, cargo needs to be loaded onto the ship but the cargo on the guide vehicle has been acquired by the quay crane, cargo needs to be unloaded from the ship but the empty guide vehicle has not yet departed, and cargo needs to be unloaded from the ship but the cargo has been placed on the guide vehicle by the quay crane.

[0108] In other embodiments of this application, the cargo loading and unloading requirements corresponding to each quay crane may also include: a work position where loading is required and the cargo guide vehicle has arrived below the quay crane, a work position where unloading is required and the empty guide vehicle has arrived below the quay crane, etc.

[0109] The control unit receives signals from each quay crane via communication connection to monitor the cargo loading and unloading needs of each crane in real time. Based on this, it sends control signals to the guide vehicles to dispatch the appropriate vehicles for service. The entire process is data-closed-loop and automatically driven, requiring no manual intervention.

[0110] Step S2000: The control device determines the current working position of the quay crane based on the cargo loading and unloading requirements.

[0111] refer to Figure 6 In the illustrated work station layout of the quay cranes, in this embodiment of the application, the work stations corresponding to every two adjacent quay cranes are staggered along direction A (corresponding to the first direction).

[0112] Specifically, lanes 2, 3, 5, and 6 are designated as operating lanes. The operating positions for quay cranes 1, 3, 5, and 7 are located in lanes 2 and 3, while the operating positions for quay cranes 2, 4, 6, and 8 are located in lanes 5 and 6. Each operating position for a quay crane is located directly beneath that crane to facilitate the transfer of goods between the quay crane and the guided vehicle.

[0113] Therefore, in this embodiment of the application, the control device determines the work position based on the cargo loading and unloading requirements of the quay crane and the available work position corresponding to the current quay crane, which is located on the work lane and directly below the current quay crane.

[0114] By staggering the working positions of adjacent quay cranes along direction A, the aforementioned situation can be avoided. Figure 1The diagram shows a situation where multiple guide vehicles for consecutive quay cranes are simultaneously parked on the same working lane away from the quay cranes, thereby reducing the detour distance when the guide vehicles shift gears.

[0115] Step S3000: Based on the current working position of the current quay crane and the cargo loading and unloading requirements, the control device identifies the target buffer position corresponding to the current quay crane from multiple unobstructed buffer positions corresponding to the current working position.

[0116] Specifically, the control device identifies the nearest and available barrier-free buffer position to the current quay crane as the target buffer position based on the busy status of multiple barrier-free buffer positions.

[0117] refer to Figure 7 The diagram shows the barrier-free buffer zone configuration of the quay crane. Figure 7 In the diagram, the number on each square in the buffer zone indicates the quay crane number. The buffer space directly opposite each square is the accessibility buffer space corresponding to that quay crane. Taking quay crane number 1 as an example, the buffer spaces directly opposite the square marked with the number 1 are buffer spaces 1-9 and buffer spaces 21-66. This means that the accessibility buffer spaces for quay crane number 1 are buffer spaces 1-9 and buffer spaces 21-66.

[0118] like Figure 7 As shown in the embodiment of this application, the barrier-free buffer position corresponding to the current work position is not directly opposite or adjacent to the current work position, and is not directly opposite or adjacent to other work positions located on the work lane near the buffer position and adjacent to the current work position.

[0119] The following is combined with Figure 7 The diagram shows the configuration of the barrier-free buffer zones for the quay cranes, and provides detailed examples of the rules for confirming the barrier-free buffer zones corresponding to the quay cranes.

[0120] like Figure 7 As shown, for quay crane No. 3, the corresponding work positions are set in lanes 2 and 3, while the work positions for quay cranes No. 2 and No. 4, which are adjacent to quay crane No. 3, are set in lanes 5 and 6. Among them, lanes 5 and 6 are close to the buffer zone and serve as work lanes.

[0121] In this embodiment of the application, the buffer positions directly opposite and adjacent to the No. 2 quay crane operation position are buffer positions 15-20, the buffer positions directly opposite and adjacent to the No. 4 quay crane operation position are buffer positions 25-30, and the buffer positions directly opposite and adjacent to the No. 3 quay crane operation position are buffer positions 20-25.

[0122] For the guide vehicle corresponding to the No. 3 quay crane, using any of the buffer positions 15-20 to shift into gear will result in obstruction by the guide vehicle stationed at the No. 2 quay crane's working position. Furthermore, due to the guide vehicle's directional restrictions and turning radius, there is a high probability of collision with adjacent guide vehicles during travel. Using any of the buffer positions 25-30 to shift into gear will result in obstruction by the guide vehicle stationed at the No. 4 quay crane's working position. Again, due to the guide vehicle's directional restrictions and turning radius, there is a high probability of collision with adjacent guide vehicles during travel. Using any of the buffer positions 20-25 to shift into or out of gear will prevent the guide vehicle from being properly positioned when completely under the No. 2 quay crane, and the guide vehicle will not have enough space to move into a properly positioned position, making it prone to collisions with adjacent guide vehicles.

[0123] Therefore, using buffer positions 15-30 for the No. 3 quay crane would significantly increase the probability of collisions with the guide vehicles, affecting the overall efficiency of guide vehicle operations at the terminal. Therefore, buffer positions 15-30 need to be excluded from all buffer positions, and the remaining buffer positions should be designated as the barrier-free buffer positions for the No. 3 quay crane.

[0124] like Figure 7 As shown, for the No. 2 quay crane, its corresponding work positions are set on lanes 5 and 6, which are closer to the buffer zone. The work positions for the No. 1 and No. 3 quay cranes adjacent to the No. 2 quay crane are located on lanes 2 and 3, which are farther away from the buffer zone.

[0125] Therefore, considering the turning radius of the guide vehicle and ensuring it is properly positioned when completely under the quay crane, the guide vehicle corresponding to quay crane No. 2 only needs to avoid the buffer positions directly opposite and adjacent to the working position corresponding to quay crane No. 2 when shifting up or down. That is, excluding buffer positions No. 15-20, the remaining buffer positions are the unobstructed buffer positions corresponding to quay crane No. 2.

[0126] It is understandable that, regardless of whether it is the No. 2 quay crane, the No. 3 quay crane, or any other quay crane, the guide vehicle corresponding to each quay crane needs to pass through the aforementioned unobstructed buffer zone for each quay crane in order to travel normally to the corresponding work position. Therefore, the target buffer zone needs to be identified within the unobstructed buffer zone.

[0127] In this embodiment of the application, when the control device identifies a target buffer position among multiple barrier-free buffer positions, it selects the barrier-free buffer position that is closest to the working position corresponding to the quay crane and is in an available state as the target buffer position, with the shortest travel distance of the guide vehicle as the objective.

[0128] With the adjacent quay cranes' corresponding work positions staggered along direction A, the confirmed barrier-free buffer positions are closer to the quay cranes, allowing the final confirmed target buffer positions to be closer to the quay crane's work positions, effectively reducing the travel distance of the guide vehicle when shifting up or down, thereby improving the terminal's operational efficiency.

[0129] Step S4000: Based on the target buffer position of the current quay crane and the cargo loading and unloading requirements, the control device calls the guide vehicle corresponding to the current quay crane so that the guide vehicle drives into or out of the working position corresponding to the current quay crane via the target buffer position to complete the cargo loading and unloading.

[0130] In this embodiment of the application, when the control device confirms that the current cargo loading and unloading demand of the quay crane is "needs to be loaded onto the ship and the cargo guide vehicle has not yet departed", based on the confirmed available working position and target buffer position of the current quay crane, it calls the guide vehicle carrying cargo and controls the guide vehicle to drive into the working position through the target buffer position so that the subsequent quay crane can transfer the cargo loaded on the guide vehicle to the ship. At this time, the guide vehicle is engaged.

[0131] When the control device confirms that the current cargo loading and unloading demand of the quay crane is "the cargo needs to be loaded onto the ship and the cargo on the guide vehicle has been acquired by the quay crane", based on the confirmed target buffer position of the current quay crane, it controls the empty guide vehicle to drive away from the work position through the target buffer position and return to the container area. At this time, the guide vehicle is derailed.

[0132] When the control device confirms that the current cargo loading and unloading demand of the quay crane is "unloading is required and the empty guide vehicle has not yet departed", based on the confirmed available working position and target buffer position of the current quay crane, it calls the empty guide vehicle and controls the guide vehicle to drive into the working position through the target buffer position so that the subsequent quay crane can transfer the cargo to the guide vehicle. At this time, the guide vehicle is engaged.

[0133] When the control device confirms that the current cargo loading and unloading demand of the quay crane is "the cargo needs to be unloaded and the cargo has been placed on the guide vehicle by the quay crane", based on the confirmed target buffer position of the current quay crane, it controls the guide vehicle carrying the cargo to drive away from the work position through the target buffer position and return to the container area. At this time, the guide vehicle is in lower gear.

[0134] Therefore, compared with the prior art, the dock guide vehicle scheduling method provided in this application embodiment is based on the direction in which the work positions confirmed by adjacent quay cranes are arranged sequentially along multiple quay cranes (e.g., Figure 1 The staggered arrangement (as shown in direction A) avoids situations where multiple consecutive quay cranes have guide vehicles parked under them, and where the guide vehicles are parked in work lanes far from the quay cranes. Based on the quay crane's work position and cargo loading and unloading requirements, the corresponding target buffer position is identified from the barrier-free buffer positions corresponding to each quay crane, so that the target buffer position is as close as possible to the corresponding work position. This effectively reduces the detour distance of the guide vehicles, improves the terminal's operating efficiency, and solves the problem of low terminal operating efficiency caused by long detour distances of guide vehicles in the existing technology.

[0135] The following is combined with Figure 8 The specific process of step S3000 shown is explained in detail, describing step S3000 in the quay crane guide vehicle scheduling method of this application embodiment.

[0136] like Figure 8 As shown, in step S3000, the control device, based on the current working position of the quay crane and the cargo loading and unloading requirements, identifies the target buffer position corresponding to the current quay crane from multiple unobstructed buffer positions corresponding to the current working position. Specifically, this may include the following steps S3100-S3300:

[0137] Step S3100: Based on the working position corresponding to each quay crane, the control device identifies the upper buffer position and / or lower buffer position corresponding to each quay crane from multiple unobstructed buffer positions.

[0138] In this embodiment, the upper buffer position is used to provide the path for the guide vehicle to enter the work position, and the lower buffer position is used to provide the path for the guide vehicle to leave the work position. Each quay crane can have multiple upper and lower buffer positions.

[0139] The control unit determines whether the guide vehicle needs to be engaged or disengaged based on the cargo loading and unloading requirements of each quay crane. When the guide vehicle needs to be engaged, the control unit identifies the corresponding engagement buffer position for each quay crane from multiple unobstructed buffer positions; when the guide vehicle needs to be disengaged, the control unit identifies the corresponding disengagement buffer position for each quay crane from multiple unobstructed buffer positions.

[0140] Step S3200: The control device obtains the current working position of the quay crane and confirms the upper buffer position and / or lower buffer position of the current quay crane.

[0141] Based on the preceding steps, the control device confirms the upper and / or lower buffer positions corresponding to each quay crane, thereby enabling it to directly confirm the upper and / or lower buffer positions corresponding to the current quay crane based on its current operating position.

[0142] Step S3300: The control device confirms the target buffer position of the current quay crane based on the upper and / or lower buffer positions corresponding to the current quay crane and the cargo loading and unloading requirements.

[0143] In this embodiment of the application, the control device determines whether the guide vehicle needs to go up or down gear based on the cargo loading and unloading requirements, and then further identifies the target buffer position in the up gear buffer position and / or down gear buffer position.

[0144] Specifically, when the guide car needs to shift to the current quay crane, the control device selects the nearest and available shift buffer position from the multiple shift buffer positions corresponding to the current quay crane (corresponding to the first side) as the target buffer position, so that the guide car can shift to the corresponding work position via the target buffer position.

[0145] When the guide car needs to downshift and leave the current quay crane, the control device selects the nearest and available downshift buffer position to the right side (corresponding to the second side) of the current quay crane from the multiple downshift buffer positions as the target buffer position, so that the guide car can downshift and leave the work position through the target buffer position.

[0146] For example, when the guide vehicle needs to shift gears to the first quay crane, buffer positions 1-9 are the corresponding shift buffer positions for the first quay crane. If the control device confirms that buffer positions 8 and 9 are occupied and buffer positions 5-7 are free, the control device will select buffer position 7 as the target buffer position, so that the subsequent guide vehicle can drive into the working position under the first quay crane via buffer position 7.

[0147] The following is combined with Figure 9 and Figure 10 This application provides a detailed explanation of step S3100 in the quay crane guide vehicle scheduling method of this embodiment. Wherein, Figure 9 The configuration of the starting upper gear and starting lower gear of the quay crane in the embodiments of this application is shown. Figure 10 The final configuration of the upper and lower buffer positions of the quay crane in this embodiment of the application is shown.

[0148] In step S3100, the control device identifies the upper buffer position and / or lower buffer position corresponding to each quay crane from multiple unobstructed buffer positions based on the working position corresponding to each quay crane. Specifically, this may include the following steps S3110-S3130:

[0149] Step S3110: Based on the working position corresponding to each quay crane, the control device confirms that the nearest unobstructed buffer position to the left side (corresponding to the first side) of each working position is the starting up position of the corresponding quay crane, and / or confirms that the nearest unobstructed buffer position to the right side (corresponding to the second side) of each working position is the starting down position of the corresponding quay crane.

[0150] In this embodiment of the application, after the control device executes step S3110, the confirmed configuration of the starting upper gear and starting lower gear of the quay crane is as follows: Figure 9 As shown. In Figure 9 The buffer positions in the diagram correspond to the numbers on the black squares. The numbers on the black squares indicate the quay crane numbers. The buffer positions directly opposite the black squares are the starting up and starting down positions of the corresponding quay cranes.

[0151] like Figure 9 As shown in this embodiment, since there are two working positions under each quay crane, two guide vehicles can be parked under each quay crane at the same time. Accordingly, when confirming the starting up gear position and the starting down gear position, the number of confirmed starting up gear positions and starting down gear positions is also two.

[0152] Specifically, the two nearest accessible buffer positions to the left of the working position corresponding to Quay Crane No. 1 are buffer positions 8 and 9, and the two nearest accessible buffer positions to the right of the working position corresponding to Quay Crane No. 1 are buffer positions 21 and 22. Therefore, buffer positions 8 and 9 are selected as the starting gear position for Quay Crane No. 1, and buffer positions 21 and 22 are selected as the starting gear position for Quay Crane No. 1.

[0153] Specifically, the nearest unobstructed buffer positions to the left of the working position corresponding to the No. 2 quay crane are buffer positions 13 and 14, and the nearest nearest unobstructed buffer positions to the right of the working position corresponding to the No. 2 quay crane are buffer positions 21 and 22. Therefore, buffer positions 13 and 14 are selected as the starting gear position for the No. 2 quay crane, and buffer positions 21 and 22 are selected as the starting gear position for the No. 2 quay crane.

[0154] For the remaining quay cranes, the same method is used to confirm the corresponding starting gear and starting derailment, and finally the starting gear and starting derailment of all quay cranes are confirmed.

[0155] Step S3120: Starting from the initial up gear position corresponding to each quay crane, the control device confirms at least one supplementary up gear position on the left side of the quay crane (corresponding to the first side) in the direction away from the quay crane, and / or, starting from the initial down gear position corresponding to each quay crane, confirms at least one supplementary down gear position on the right side of the quay crane (corresponding to the second side) in the direction away from the quay crane.

[0156] In this embodiment, it is considered that using only the initial upshift and initial downshift positions may not be sufficient to meet the upshift or downshift requirements of the quay crane. Therefore, the control device needs to further determine supplementary upshift positions or supplementary upshift positions for the quay crane, and by increasing the total number of upshift buffer positions or downshift buffer positions, ensure that the upshift and downshift requirements of the quay crane are met.

[0157] In this embodiment of the application, after executing step S3120, the control device confirms the final configuration of the upper and lower buffer positions of the quay crane as follows: Figure 10 As shown. In Figure 10 The buffer positions in the diagram correspond to the schematic area. The number on each square indicates the quay crane number. The buffer position directly opposite the black square is the starting up position and starting down position of the corresponding quay crane. The buffer position directly opposite the gray square is the supplementary up position and supplementary down position of the corresponding quay crane.

[0158] like Figure 10 As shown in the embodiment of this application, the supplementary upshift position confirmed in step S3120 does not overlap with any other starting upshift position or any other starting downshift position, and the upshift buffer position includes the starting upshift position and the supplementary upshift position.

[0159] The purpose of ensuring that the supplementary upshift position does not overlap with any other starting upshift position is to reduce the probability of the starting upshift position being shared, thereby maximizing the availability of the upshift buffer position closest to the quay crane, reducing the probability of the guide vehicle detouring, and enabling the guide vehicle to use the starting upshift position closest to the quay crane as much as possible for upshifting, thereby improving the upshifting efficiency of the terminal guide vehicle.

[0160] In this embodiment of the application, the supplementary downshift position confirmed in step S3120 does not overlap with any other starting downshift position or any other starting upshift position, and the downshift buffer position includes the starting downshift position and the supplementary downshift position.

[0161] The purpose of ensuring that the supplementary downshift position does not overlap with any other starting downshift position is to reduce the probability of the starting downshift position being shared, thereby maximizing the availability of the downshift buffer position closest to the quay crane, reducing the probability of the guide vehicle detouring, and enabling the guide vehicle to use the starting downshift position closest to the quay crane working position as much as possible for downshifting, thereby improving the downshifting efficiency of the terminal guide vehicle.

[0162] In this embodiment of the application, the supplementary upshift position does not overlap with any initial downshift position, and the supplementary downshift position does not overlap with any initial upshift position, in order to avoid a buffer position being used as both an upshift buffer position and a downshift buffer position at the same time, so as to avoid the guide car in upshift and the guide car in downshift meeting at the buffer position and causing a collision or blockage.

[0163] Step S3130: The control device confirms that the configuration of the upper buffer position of each quay crane meets the corresponding upper buffer position requirements, and / or confirms that the configuration of the lower buffer position of each quay crane meets the corresponding lower buffer position requirements.

[0164] The following is combined with Figure 10 The principles for determining the upper and lower gear requirements of each quay crane in the embodiments of this application will be explained in detail.

[0165] In this embodiment, a quay crane is equipped with ten guide cars. The control device controls five of the guide cars to operate in the upper gear state and five guide cars to operate in the lower gear state. At this time, the quay crane needs to be configured with four upper gear buffer positions for its own use and two lower gear buffer positions for its own use.

[0166] Specifically, in such Figure 10In the illustrated application scenario, each quay crane corresponds to two work positions, meaning that a maximum of two guided vehicles can be stationed under each quay crane simultaneously. At the terminal, containers need to be loaded onto the ship in a specified order; that is, different guided vehicles transporting different containers need to arrive under the quay crane in a designated order. However, the order in which different guided vehicles complete container loading may differ from the order in which the containers are loaded onto the ship. This can cause guided vehicles already loaded with containers to arrive under the quay crane later.

[0167] For example, in extreme cases, containers that need to be loaded onto the ship first may be transported by tractor-trailer No. 1, but tractor-trailers No. 2-4 may have already loaded other containers before tractor-trailer No. 1. In this case, tractor-trailers No. 2-4 may need to wait in the buffer position or the working position.

[0168] If the quay crane is equipped with three upper buffer bays for its sole use, there are two possible scenarios for the parking of guide cars 2-4. One scenario is that two guide cars are parked in the working position, and the other two in the buffer bays. In this case, since both working positions are occupied, guide car 1 cannot proceed to the working position for loading. The other scenario is that one guide car is parked in the working position, and the other three in the buffer bays. In this case, there are no extra buffer bays for guide car 1, thus preventing it from reaching the working position for loading. Therefore, when the quay crane is equipped with only three upper buffer bays for its sole use, it cannot meet the cargo loading needs under extreme circumstances.

[0169] It is understandable that if the number of buffer positions corresponding to the quay crane is further reduced, it will be even more impossible to meet the cargo loading requirements under the aforementioned extreme circumstances. Therefore, in order to ensure normal loading even under extreme circumstances, the quay crane needs to be equipped with at least four upper buffer positions exclusively for its own use. When the quay crane is equipped with four upper buffer positions, in an extreme case, one of the guide cars 2-4 is stationed at one working position, while the other three guide cars are stationed at three upper buffer positions. At this time, there is one working position and one upper buffer position remaining for the quay crane, so guide car 1 can smoothly drive into the working position via the upper buffer position.

[0170] Since the guided vehicle does not need to consider the unloading sequence or stop to wait when it lowers to the container area, it will not stop at the lower buffer position and can drive directly to the container area via the lower buffer position. Therefore, based on the fact that the quay crane is configured with two working positions, and the maximum number of guided vehicles that can be lowered at the same time is two, it is sufficient to configure two lower buffer positions for the exclusive use of this quay crane.

[0171] However, in actual application scenarios, due to site limitations, vehicle turning radius and other reasons, the total number of buffer spaces planned on the dock may be insufficient, which may lead to the need for different quay cranes to share upper buffer spaces or different quay cranes to share lower buffer spaces.

[0172] Sharing upper or lower gear buffer positions among different quay cranes increases the probability of insufficient upper and / or lower gear buffer positions. Therefore, when different quay cranes share upper or lower gear buffer positions, more upper or lower gear buffer positions need to be added to compensate for this, so as to ensure that the guide vehicle of the corresponding quay crane can smoothly shift up and down.

[0173] The following analysis, from a probabilistic perspective, explains why sharing upper buffer positions among different quay cranes increases the probability of insufficient upper buffer positions: Assume a quay crane uses only one upper buffer position, with this position idle for 10% of the time, insufficient upper buffer positions for 20% of the time, and the number of upper buffer positions exactly meeting the quay crane's needs for 70% of the time. Based on this data, we calculate the probability that the upper buffer positions are sufficient when two quay cranes share two upper buffer positions, and the probability that the upper buffer positions are sufficient when three quay cranes reuse three upper buffer positions.

[0174] Specifically, in this embodiment, it is assumed that the demand X for each quay crane is a random variable, and the value of X can be 0, 1, or 2. Let P(X=0) correspond to the probability of insufficient upper buffer space, P(X=1) correspond to the probability of the upper buffer space just meeting the demand, and P(X=2) correspond to the probability of insufficient upper buffer space. Wherein, P(X=0)=0.1, P(X=1)=0.7, and P(X=2)=0.2.

[0175] When two quay cranes share two upper buffer positions, the total demand for the two quay cranes is S = X1 + X2. When the upper buffer positions are insufficient, S > 2; when the upper buffer positions are sufficient, S ≤ 2.

[0176] P(S>2)

[0177] =P(S=3)+P(S=4)

[0178] =P(X1=2,X2=1)+P(X1=1,X2=2)+P(X1=2,X2=2)

[0179] =2×0.2×0.7+0.2×0.2=32%.

[0180] P(S≤2)=1-P(S>2)=1-0.32=68%.

[0181] At this point, the probability that the upper buffer position meets the requirements is 68%, and the probability that it does not meet the requirements is 32%.

[0182] When three quay cranes share three upper buffer positions, the total demand for the three quay cranes is S = X1 + X2 + X3. When the upper buffer positions are insufficient, S > 3; when the upper buffer positions are sufficient, S ≤ 3.

[0183] P(S≤3)

[0184] =P(S=0)+P(S=1)+P(S=2)+P(S=3)

[0185] =0.1×0.1×0.1+3×0.1×0.1×0.7+(3×0.7×0.7×0.1+3×0.2×0.1×0.1)+(0.7×0.7×0.7+6×0.2×0.7×0.1)

[0186] =60.2%.

[0187] P(S>3)=1-0.602=39.8%.

[0188] At this point, the probability that the upper buffer position meets the requirements is 60.2%, and the probability that it does not meet the requirements is 39.8%.

[0189] In step S3130, it is confirmed that the configuration of the upper buffer position of each quay crane meets the corresponding upper buffer position requirements, which may specifically include the following steps S3131-S3133:

[0190] Step S3131: The control device determines the lower limit of the upper gear integral of the quay crane based on the number of guide vehicles equipped with the quay crane, and sets the sharing coefficient based on the operational busyness of the terminal.

[0191] In this embodiment of the application, a scoring method is used to score the demand for upper gear positions and the configuration of upper gear buffer positions for quay cranes. Specifically, one upper gear buffer position or lower gear buffer position exclusively occupied by a quay crane is scored as 1 point. For each additional quay crane sharing the same upper gear buffer position or lower gear buffer position, a sharing coefficient needs to be applied.

[0192] Specifically, the busier the quay, the smaller the sharing coefficient. This is because, for a quay crane, the busier the quay, the lower the probability that the guide vehicle corresponding to that quay crane can successfully use the shared upper or lower buffer position. Conversely, the less busy the quay, the larger the sharing coefficient. This is because, for a quay crane, the less busy the quay, the higher the probability that the guide vehicle corresponding to that quay crane can successfully use the shared upper or lower buffer position.

[0193] This application does not limit the specific value of the sharing coefficient. The sharing coefficient can be flexibly configured according to the busy situation of the terminal, and the configuration range can be 0.5-0.9. The sharing coefficient used in the embodiments of this application is 0.7.

[0194] In this embodiment of the application, based on the aforementioned requirement that a quay crane needs to be configured with at least four upper buffer positions for use only by that quay crane, the lower limit of the upper buffer position integral of the quay crane is confirmed to be 4.

[0195] Step S3132: The control device confirms the upper gear integral of the quay crane based on the shared coefficient and the configuration of the upper gear buffer position corresponding to the quay crane.

[0196] In this step, the control device obtains the configuration information of the upper buffer position corresponding to the quay crane, and confirms the number of exclusive upper buffer positions, the number of shared upper buffer positions, and the number of quay cranes corresponding to each shared upper buffer position.

[0197] Among them, the exclusive upper gear position is the upper gear buffer position used solely by the quay crane, while the shared upper gear position is the upper gear buffer position used by the quay crane in conjunction with other quay cranes.

[0198] The control device determines the first gear position integral of the quay crane based on the number of exclusive gear positions. Then, based on the number of shared gear positions, the sharing coefficient, and the number of quay cranes corresponding to each shared gear position, it determines the second gear position integral of the quay crane.

[0199] Finally, the control device confirms the upshift integral of the quay crane based on the first upshift integral and the second upshift integral.

[0200] Specifically, with Figure 10 Taking the No. 1 quay crane shown as an example, its upper buffer positions include 7 exclusive upper buffer positions and 2 shared upper buffer positions, with the two shared upper buffer positions being shared by three quay cranes. Therefore, the integral of the first upper buffer position of the No. 1 quay crane can be calculated as: 7 × 1 = 7; the integral of the second upper buffer position is: 2 × 1 × 0.7 × 0.7 = 0.98; finally, the integral of the upper buffer position of the No. 1 quay crane is: 7 + 0.98 = 7.98.

[0201] Similarly, Figure 10 The No. 2 quay crane shown includes 0 exclusive upper-gear positions, 5 shared upper-gear positions shared by two quay cranes, and 2 shared upper-gear positions shared by three quay cranes. Therefore, the integral of the first upper-gear position of the No. 2 quay crane can be calculated as 0; the integral of the second upper-gear position is: 5×1×0.7+2×1×0.7×0.7=4.48; finally, the integral of the upper-gear position of the No. 2 quay crane is: 0+4.48=4.48.

[0202] According to step S3132, the upper gear integrals of the remaining quay cranes in this embodiment can be confirmed as follows:

[0203] No. 3 quay crane: 0 + 5 × 1 × 0.7 + 2 × 1 × 0.7 × 0.7 = 4.48;

[0204] Quay Bridge No. 4 and Quay Bridge No. 5: 0 + 8 × 1 × 0.7 = 5.6;

[0205] Shore bridge No. 6 and Shore bridge No. 7: 0 + 6 × 1 × 0.7 = 4.2;

[0206] Shore bridge No. 8 and Shore bridge No. 9: 0 + 6 × 1 × 0.7 = 4.2.

[0207] Step S3133: If the control device confirms that the upper gear integral of the quay crane is greater than or equal to the lower limit of the upper gear integral, then the configuration of the upper gear buffer position of the quay crane meets the upper gear requirement of the quay crane.

[0208] In this embodiment, the upper gear integral of the No. 1 quay crane is 7.98, which is greater than the lower limit of the upper gear integral of 4. Therefore, it can be confirmed that the configuration of the upper gear buffer position of the No. 1 quay crane meets the upper gear requirement of the No. 1 quay crane. According to step S3133, it can be confirmed that the configuration of the upper gear buffer positions of the other quay cranes also meets the corresponding upper gear requirements.

[0209] In step S3130, it is confirmed that the configuration of the lower buffer position of each quay crane meets the corresponding lower buffer position requirements, which may specifically include the following steps S3134-S3136:

[0210] Step S3134: The control device determines the lower limit of the quay crane's lower gear integral based on the number of guide vehicles equipped with the quay crane, and sets the sharing coefficient based on the terminal's operational busyness.

[0211] In this embodiment, based on the aforementioned requirement that a quay crane needs to be configured with at least two lower buffer positions for its exclusive use, the lower limit of the lower buffer position integration of the quay crane is confirmed to be 2. The sharing coefficient is set to 0.7.

[0212] Step S3135: The control device confirms the lower gear integral of the quay crane based on the shared coefficient and the configuration of the lower gear buffer position corresponding to the quay crane.

[0213] In this step, the control device obtains the configuration of the lower buffer position corresponding to the quay crane, and confirms the number of exclusive lower buffer positions, the number of shared lower buffer positions, and the number of quay cranes corresponding to each shared lower buffer position.

[0214] Among them, the exclusive downshift position is the downshift buffer position used solely by the quay crane, while the shared downshift position is the downshift buffer position used by the quay crane in conjunction with other quay cranes.

[0215] The control device determines the first downshift integral of the quay crane based on the number of exclusive downshift positions. Then, based on the number of shared upshift positions, the sharing coefficient, and the number of quay cranes corresponding to each shared upshift position, it determines the second downshift integral of the quay crane.

[0216] Finally, the control device confirms the downshift integral of the quay crane based on the first downshift integral and the second downshift integral.

[0217] Specifically, such as Figure 10 As shown, the lower buffer positions corresponding to quay crane No. 3 include 0 exclusive lower buffer positions and 4 shared lower buffer positions, and each shared lower buffer position is shared with quay crane No. 4. Therefore, the integral of the first lower buffer position of quay crane No. 3 can be calculated as 0; the integral of the second lower buffer position is: 4 × 1 × 0.7 = 2.8; finally, the integral of the lower buffer position corresponding to quay crane No. 3 is: 0 + 2.8 = 2.8.

[0218] Similarly, the lower buffer positions corresponding to the No. 9 quay bridge include 11 exclusive lower buffer positions and 0 shared lower buffer positions. The integral of the first lower buffer position of the No. 9 quay bridge can be calculated as: 11×1=11; the integral of the second lower buffer position is 0; and the final integral of the lower buffer position corresponding to the No. 9 quay bridge is 11+0=11.

[0219] Step S3135 can be used to confirm the lower gear integral of the remaining quay cranes in this application embodiment:

[0220] Shore bridge No. 1 and shore bridge No. 2: 0 + 4 × 1 × 0.7 = 2.8;

[0221] Fourth quay bridge: 0 + 4 × 1 × 0.7 = 2.8;

[0222] Shore bridge No. 5 and shore bridge No. 6: 0 + 8 × 1 × 0.7 = 5.6;

[0223] Shore bridge No. 7 and Shore bridge No. 8: 0 + 5 × 1 × 0.7 = 3.5.

[0224] Step S3136: If the lower gear integral of the quay crane is confirmed to be greater than or equal to the lower limit of the lower gear integral, then the configuration of the lower gear buffer position of the quay crane meets the lower gear requirement of the quay crane.

[0225] In this embodiment, the lower gear integral of the No. 1 quay crane is 2.8, which is greater than the lower limit of the lower gear integral of 2. Therefore, it can be confirmed that the configuration of the lower gear buffer position of the No. 1 quay crane meets the lower gear requirement of the No. 1 quay crane. According to step S3136, it can be confirmed that the configuration of the lower gear buffer positions of the other quay cranes also meets the corresponding lower gear requirements.

[0226] The following is combined with Figure 11 and Figure 12 The process of confirming and supplementing the upshift and downshift in step S3120 is explained in detail. Figure 11 This illustrates the preliminary configuration of the supplementary upper and lower gears of the quay crane in an embodiment of this application. Figure 12 It shows the Figure 11 The diagram shows a configuration of the supplementary upper and lower gears of the quay crane obtained after reconfirmation of the overlapping buffer position.

[0227] In step S3120, starting from the initial upshift position corresponding to each quay crane, at least one supplementary upshift position is confirmed on the first side of the quay crane in the direction away from the quay crane; starting from the initial downshift position corresponding to each quay crane, at least one supplementary downshift position is confirmed on the second side of the quay crane in the direction away from the quay crane. Specifically, this may include the following steps S3121-S3124:

[0228] Step S3121: On the left side of the quay crane (corresponding to the first side), identify at least one supplementary gear position from the starting gear position corresponding to the quay crane in the direction away from the quay crane, until the adjacent starting gear position.

[0229] Step S3122: On the right side of the quay crane (corresponding to the second side), identify at least one supplementary downshift position from the starting downshift position corresponding to the quay crane in the direction away from the quay crane, until the adjacent starting downshift position.

[0230] In this embodiment of the application, after the control device executes steps S2121 and S2122, the confirmed configuration of the supplementary upper gear and supplementary lower gear for each quay crane is as follows: Figure 11 As shown. In Figure 11 The buffer positions in the diagram correspond to the schematic area. The number on each square indicates the quay crane number. The buffer position directly opposite the black square is the starting up position and starting down position of the corresponding quay crane. The buffer position directly opposite the gray square is the supplementary up position and supplementary down position of the corresponding quay crane.

[0231] Specifically, in this embodiment, the initial gear positions of the No. 2 quay crane are buffer positions 13 and 14, and the initial gear positions on the left side of the No. 2 quay crane and adjacent to its initial gear positions are buffer positions 8 and 9. Therefore, the supplementary gear positions confirmed for the No. 2 quay crane are buffer positions 10 to 12.

[0232] The initial downshift positions for quay crane No. 2 are buffer positions 21 and 22. The initial downshift positions to the right of quay crane No. 2, adjacent to its initial downshift positions, are buffer positions 31 and 32. Therefore, the corresponding supplementary downshift positions for quay crane No. 2 should be between buffer positions 23 and 30. Since the supplementary downshift positions do not overlap with any initial upshift positions, and buffer positions 23 and 24 are the initial upshift positions for quay crane No. 4, the control device ultimately confirms buffer positions 25 to 30 as the supplementary downshift positions for quay crane No. 2.

[0233] In this embodiment of the application, the starting gear position of the No. 1 quay crane is buffer position 8 and buffer position 9. Since there are no other starting gear positions adjacent to the starting gear position on the left side of the No. 1 quay crane, when the control device starts from buffer position 8 and confirms multiple buffer positions as supplementary buffer positions of the No. 1 quay crane to the left, it will continue to confirm until all buffer positions to the left of buffer position 8 are confirmed.

[0234] In this embodiment of the application, the starting lowering positions of the No. 9 quay crane are buffer positions 56 and 57. Since there are no other starting lowering positions adjacent to the starting lowering position on the right side of the No. 9 quay crane, when the control device starts from buffer position 57 and confirms multiple buffer positions as supplementary buffer positions of the No. 9 quay crane in sequence to the right, it will continue to confirm until all buffer positions to the right of buffer position 57 are confirmed.

[0235] It is understood that in steps S3121 and S3122, the confirmed supplementary upshift position does not exceed other adjacent starting upshift positions, and the confirmed supplementary downshift position does not exceed other adjacent starting downshift positions. This effectively reduces the probability of the supplementary upshift position overlapping with the supplementary upshift position of other quay cranes, and also reduces the probability of the supplementary downshift position overlapping with the supplementary downshift position of other quay cranes. In other words, it reduces the probability of buffer space being shared by multiple quay cranes, thereby reducing the probability of insufficient buffer space, reducing the waiting time for guide vehicles, and improving the operational efficiency of the terminal.

[0236] Step S3123: The control device confirms the existence of overlapping buffer positions. The overlapping buffer position is simultaneously a supplementary upshift position of one quay crane and a supplementary downshift position of another quay crane. Each overlapping buffer position is reconfirmed as a supplementary upshift position of one quay crane or a supplementary downshift position of another quay crane.

[0237] like Figure 11 As shown in this embodiment, after the control device executes steps S3121 and S3122, buffer positions 25-30 serve as supplementary downshift positions for quay cranes 1 and 2, and supplementary upshift positions for quay cranes 6 and 7. Buffer positions 35-40 also serve as supplementary upshift and downshift positions. If the overlapping buffer positions are not reconfirmed and reassigned, the upshifting and downshifting guide cars may meet at the overlapping buffer positions, leading to a collision or blockage.

[0238] Therefore, the control device further confirms that buffer positions 25-30 and 35-40 are overlapping buffer positions, and reconfirms the overlapping buffer positions to prevent them from simultaneously serving as supplementary upshift and supplementary downshift positions, thus avoiding collisions involving the guide vehicle.

[0239] In this step, when reconfirming each overlapping buffer position as a supplementary upper position of one quay crane or a supplementary lower position of another quay crane, there are three specific reconfirmation methods.

[0240] The first method involves re-identifying at least a portion of the overlapping buffer positions as supplementary upper gear positions for one of the quay cranes, based on the upper gear position requirement of that quay crane, so that the configuration of the upper gear buffer positions of that quay crane meets the upper gear position requirement, and identifying the remaining overlapping buffer positions as supplementary lower gear positions for the other quay crane.

[0241] In the embodiments of this application, in Figure 11 Based on the buffer configuration shown, the control device can use the first method to reconfirm and obtain the following result: Figure 12 The configuration of supplementary upshift and supplementary downshift is shown.

[0242] Specifically, in this embodiment, the lower limit of the upper gear integration for both quay crane No. 6 and quay crane No. 7 is 4, and they always share the upper gear buffer position. Therefore, it can be confirmed that quay crane No. 6 and quay crane No. 7 require at least six upper gear buffer positions (6×1×0.7=4.2, 4.2>4). Therefore, based on the fact that quay crane No. 6 and quay crane No. 7 already have two shared initial upper gear positions, the overlapping buffer positions No. 27-30, which are closer to the initial upper gear positions, are reconfirmed as supplementary upper gear positions for quay crane No. 6 and quay crane No. 7. Then, the remaining overlapping buffer positions No. 25 and No. 26 are reconfirmed as supplementary lower gear positions for quay crane No. 1 and quay crane No. 2.

[0243] For overlapping buffer positions 35-40, the first method is used for reconfirmation. First, ensure that the upshift requirements of quay cranes 8 and 9 are met, and then reconfirm overlapping buffer positions 37-40 as supplementary upshift positions for quay cranes 8 and 9. Then, confirm the remaining buffer positions 35 and 36 as supplementary downshift positions for quay cranes 3 and 4.

[0244] The final result is as follows Figure 12 The diagram shows the buffer bit configuration after reconfirmation.

[0245] The second approach involves re-identifying at least a portion of the overlapping buffer positions as supplementary lower positions for one of the quay cranes, based on the lower position requirements of that quay crane, so that the configuration of the lower position buffer positions of that quay crane meets the lower position requirements, and identifying the remaining overlapping buffer positions as supplementary upper positions for the other quay crane.

[0246] In other embodiments of this application, in Figure 11 Based on the buffer configuration shown, the control device can also use the second method for reconfirmation.

[0247] Specifically, the minimum deceleration points for both quay cranes No. 1 and No. 2 are 2 points, and they always share deceleration buffer positions. Therefore, it can be confirmed that quay cranes No. 1 and No. 2 require at least three deceleration buffer positions (3 × 1 × 0.7 = 2.1, 2.1 > 2). Therefore, given that quay cranes No. 1 and No. 2 already have two shared initial deceleration positions, the overlapping buffer position No. 26, which is closest to the initial deceleration position among buffer positions 25-30, is reconfirmed as a supplementary deceleration position for quay cranes No. 1 and No. 2. The remaining overlapping buffer positions 26-30 are then reconfirmed as supplementary upper deceleration positions for quay cranes No. 6 and No. 7.

[0248] Based on the first or second method described above, it can be ensured that at least one of the two quay cranes corresponding to the overlapping buffer position has a buffer position configuration that meets the requirements. Therefore, when further confirming the addition of upper or lower gear positions, it is only necessary to meet the upper or lower gear position requirements of the other quay crane.

[0249] The third approach is to designate some overlapping buffer positions as supplementary upper gear positions and other overlapping buffer positions as supplementary lower gear positions, so that the upper gear position requirements of one quay crane and the lower gear position requirements of another quay crane can be met to a similar degree.

[0250] The degree to which the upshift demand of one quay crane and the downshift demand of another quay crane are similar means that, after the overlapping buffer position is reconfirmed, (upshift integral of one quay crane / lower limit of upshift integral of that quay crane) / (downshift integral of the other quay crane / lower limit of downshift integral of that quay crane) ≈ 1.

[0251] When reconfirming overlapping buffer positions using the first or second method described above results in a significant number of missing upper or lower buffer positions for one quay crane, a third method can be used to avoid excessive differences in the upper or lower gear distances of the guide cars corresponding to the two quay cranes. Using the third method ensures that the upper or lower gear requirements of the two quay cranes are met to a similar degree, thereby balancing the travel distances of the guide cars corresponding to the two quay cranes and making the upper and lower gear efficiencies of the guide cars on the two corresponding quay cranes more similar.

[0252] Step S3124: If the control device confirms that the configuration of the upper gear buffer position of a quay crane does not meet the upper gear position requirement of the quay crane, the control device, on the left side of the quay crane (corresponding to the first side), continues to confirm at least one supplementary upper gear position in the direction away from the quay crane, starting from the supplementary upper gear position corresponding to the quay crane that is farthest from the quay crane, until it is confirmed that the configuration of the upper gear buffer position of each quay crane meets the corresponding upper gear position requirement.

[0253] And / or, if the control device confirms that the configuration of the lowering buffer position of a quay crane does not meet the lowering position requirement of the quay crane, the control device, on the right side of the quay crane (corresponding to the second side), continues to confirm at least one supplementary lowering position in the direction away from the quay crane, starting from the supplementary lowering position corresponding to the quay crane furthest from the quay crane, until it is confirmed that the configuration of the lowering buffer position of each quay crane meets the corresponding lowering position requirement.

[0254] like Figure 12As shown in this embodiment, after executing step S3123, the control device sequentially confirms whether the upper gear integral corresponding to each quay crane is greater than or equal to the lower limit of the upper gear integral, and confirms whether the lower gear integral corresponding to each quay crane is greater than or equal to the lower limit of the lower gear integral. Finally, the control device confirms that the upper gear integrals of quay crane No. 2 and quay crane No. 3 are both 3.5, which is less than the lower limit of the upper gear integral of 4.

[0255] At this point, the control device needs to continue confirming more buffer positions as supplementary gearing positions for quay cranes No. 2 and No. 3. The supplementary gearing position furthest from quay cranes No. 2 and No. 3 is buffer position No. 10. Since the supplementary gearing position does not overlap with any other starting gearing position, and buffer positions No. 8 and No. 9 are the starting gearing positions for quay crane No. 1, when continuing to confirm supplementary gearing positions to the left from buffer position No. 10, buffer positions No. 8 and No. 9 need to be skipped, and other buffer positions need to be confirmed as supplementary gearing positions.

[0256] After the control device confirms that buffer position 7 is the supplementary upshift position, the upshift integral of quay cranes No. 2 and No. 3 is calculated as: 5×1×0.7+1×1×0.7×0.7=3.99, 3.99<4. At this time, the configuration of the upshift buffer position of quay cranes No. 2 and No. 3 does not meet the upshift position requirement.

[0257] Therefore, the control device continues to confirm that buffer position 6 is the supplementary upshift position for quay cranes No. 2 and No. 3. At this time, the integral of the upshift position for quay cranes No. 2 and No. 3 is calculated as: 5×1×0.7+2×1×0.7×0.7=4.48, 4.48>4. At this time, the configuration of the upshift buffer position for quay cranes No. 2 and No. 3 meets the upshift position requirement, and it can stop confirming more buffer positions as supplementary upshift positions.

[0258] Because buffer positions 6 and 7 were originally reserved for quay crane 1, but are now shared by quay cranes 2 and 3, the upshift integral of quay crane 1 decreases. To prevent the upshift integral of quay crane 1 from decreasing and failing to meet the lower limit of upshift integral, the control device will reconfirm that the upshift requirements of each quay crane are met. If any quay crane's upshift requirement is not met, the control device will execute step S3124 again until the upshift requirements of all quay cranes are met.

[0259] The final configuration of the upper and lower buffer positions for each quay crane is as follows: Figure 10 As shown.

[0260] Based on steps S3121-S3124 in the embodiments of this application, while satisfying the upshift and downshift requirements of the quay crane, the upshift and downshift buffer positions are confirmed sequentially according to the principle of proximity to the quay crane's working position, so that the finally confirmed upshift and downshift buffer positions are as close as possible to the corresponding working position of the quay crane, thereby minimizing the travel distance of the guide vehicle when upshifting or downshifting; and only when the upshift or downshift requirements are not met are additional upshift or downshift positions confirmed, so as to avoid the sharing of buffer positions as much as possible, reduce the waiting time of the guide vehicle, and effectively improve the transportation efficiency of the guide vehicle and the operating efficiency of the terminal.

[0261] In summary, the dock guide vehicle scheduling method and system provided in this application determine the work positions confirmed by adjacent quay cranes along the direction in which multiple quay cranes are arranged sequentially (e.g., ...). Figure 1 The staggered arrangement (as shown in direction A) avoids situations where multiple consecutive quay cranes have guide vehicles parked under them, and where the guide vehicles are parked in work lanes far from the quay cranes. Based on the quay crane's work position and cargo loading and unloading requirements, the corresponding target buffer position is identified from the barrier-free buffer positions corresponding to each quay crane, so that the target buffer position is as close as possible to the corresponding work position. This effectively reduces the detour distance of the guide vehicles, improves the terminal's operating efficiency, and solves the problem of low terminal operating efficiency caused by long detour distances of guide vehicles in the existing technology.

[0262] This application provides an electronic device, which includes a processor and a memory. The memory stores at least one instruction or at least one program. When the processor loads and executes the instruction or program, the electronic device performs the dock guide vehicle scheduling method described in the above embodiments. Its specific functions and corresponding technical effects can be found in the above embodiments. Figures 1-12 The dockside guide vehicle scheduling method explained earlier will not be repeated here. The following section will combine... Figure 13 The electronic devices described in the embodiments of this application will be described in detail.

[0263] refer to Figure 13The diagram shows a block diagram of an electronic device 1300 according to one embodiment of this application. The electronic device 1300 may include one or more processors 1301 coupled to a controller hub 1303. In at least one embodiment, the controller hub 1303 communicates with the processor 1301 via a multi-branch bus such as a front side bus (FSB) 1310, a point-to-point interface such as a quick path interconnect (QPI), or a similar connection. The processor 1301 executes instructions controlling general-type data processing operations. In one embodiment, the controller hub 1303 includes, but is not limited to, a graphics memory controller hub (GMCH) (not shown) and an input / output hub (IOH) (which may be on a separate chip) (not shown), wherein the GMCH includes memory and a graphics controller and is coupled to the IOH.

[0264] Electronic device 1300 may also include a coprocessor 1302 and a memory 1304 coupled to a controller hub 1303. Alternatively, one or both of the memory and the GMCH may be integrated within the processor (as described in this application), with memory 1304 and coprocessor 1302 directly coupled to processor 1301 and controller hub 1303, which resides on a single chip with the IOH. Memory 1304 may be, for example, dynamic random access memory (DRAM), phase change memory (PCM), or a combination of both. In one embodiment, coprocessor 1302 is a dedicated processor, such as, for example, a high-throughput MIC (many integerized core) processor, a network or communication processor, a compression engine, a graphics processor, a general-purpose computing on GPU (GPGPU), or an embedded processor, etc. Optional properties of coprocessor 1302 are indicated by dashed lines. Figure 13 middle.

[0265] As a computer-readable storage medium, memory 1304 may include one or more tangible, non-transitory computer-readable media for storing data and / or instructions. For example, memory 1304 may include any suitable non-volatile memory such as flash memory and / or any suitable non-volatile storage device such as one or more hard-disk drives (HDDs), one or more compact disc (CD) drives, and / or one or more digital versatile disc (DVD) drives.

[0266] In one embodiment, electronic device 1300 may further include a network interface controller (NIC) 1306. Network interface 1306 may include a transceiver for providing a radio interface for electronic device 1300 to communicate with any other suitable device, such as a front-end module, antenna, etc. In various embodiments, network interface 1306 may be integrated with other components of electronic device 1300. Network interface 1306 can implement the functions of the communication unit in the above embodiments.

[0267] Electronic device 1300 may further include input / output (I / O) device 1305. I / O device 1305 may include: a user interface designed to enable a user to interact with electronic device 1300; a peripheral component interface designed to enable peripheral components to also interact with electronic device 1300; and / or sensors designed to determine environmental conditions and / or location information related to electronic device 1300.

[0268] It is worth noting that, Figure 13 This is merely an example. That is, although... Figure 13 The electronic device 1300 is shown to include multiple devices such as processor 1301, coprocessor 1302, controller hub 1303, and memory 1304. However, in actual applications, devices using the methods of this application may include only a portion of the devices in the electronic device 1300. For example, it may include only processor 1301 and network interface 1306. Figure 13 The properties of the optional devices are shown in dashed lines. According to some embodiments of this application, the memory 1304, which is a computer-readable storage medium, stores instructions or programs that, when executed on a computer, perform the dock guide vehicle scheduling method described in the above embodiments. Specific details can be found in the methods described in the above embodiments, and will not be repeated here.

[0269] Now for reference Figure 14The diagram shown is a block diagram of a system-on-chip (SoC) 1400 according to an embodiment of this application. Figure 14 In the diagram, similar components share the same reference numerals. Additionally, dashed boxes are an optional feature for more advanced SoCs. Figure 14 In this SoC 1400, the following are included: an interconnect unit 1450 coupled to an application processor 1410; a system proxy unit 1480; a bus controller unit 1490; an integrated memory controller unit 1440; a group or one or more coprocessors 1420, which may include integrated graphics logic, an image processor, an audio processor, and a video processor; a static random access memory (SRAM) unit 1430; and a direct memory access (DMA) unit 1460. In one embodiment, the coprocessor 1420 includes a dedicated processor, such as, for example, a network or communication processor, a compression engine, a GPGPU, a high-throughput MIC processor, or an embedded processor.

[0270] The static random access memory (SRAM) cell 1430 may include one or more computer-readable media for storing data and / or instructions. The computer-readable storage medium may store instructions, specifically, temporary and permanent copies of those instructions. These instructions may include, when executed by at least one unit in the processor, causing the SoC 1400 to perform the dock guide vehicle scheduling method according to the above embodiments, as detailed in the methods described above, which will not be repeated here.

[0271] This application provides a computer-readable storage medium storing at least one instruction or at least one program segment. The instruction or program segment is loaded and executed by a processor to implement the dock guide vehicle scheduling method described in the above embodiments. Its specific functions and corresponding technical effects can be found in the above embodiments. Figures 1-12 The dock guide vehicle scheduling method explained above will not be repeated here.

[0272] This application provides a computer program product, including computer instructions. When the computer instructions are executed on an electronic device, the electronic device causes the electronic device to implement the dock guide vehicle scheduling method described in the above embodiments. Its specific functions and corresponding technical effects can be found in the above embodiments. Figures 1-12 The dock guide vehicle scheduling method explained above will not be repeated here.

[0273] Various embodiments of the mechanisms disclosed in this application can be implemented in hardware, software, firmware, or combinations of these implementation methods. Embodiments of this application can be implemented as computer programs or program code executable on a programmable system, the programmable system including at least one processor, a storage system (including volatile and non-volatile memory and / or storage elements), at least one input device, and at least one output device.

[0274] Program code can be applied to input instructions to execute the functions described in this application and generate output information. The output information can be applied to one or more output devices in a known manner. For the purposes of this application, the processing system includes any system having a processor such as, for example, a digital signal processor (DSP), a microcontroller, an application-specific integrated circuit (ASIC), or a microprocessor.

[0275] The program code can be implemented using a high-level procedural language or an object-oriented programming language to communicate with the processing system. Assembly language or machine language can also be used when needed. In fact, the mechanisms described in this application are not limited to any particular programming language. In either case, the language can be a compiled language or an interpreted language.

[0276] In some cases, the disclosed embodiments may be implemented in hardware, firmware, software, or any combination thereof. The disclosed embodiments may also be implemented as instructions carried or stored thereon on one or more temporary or non-temporary machine-readable (e.g., computer-readable) storage media, which may be read and executed by one or more processors. For example, the instructions may be distributed via a network or through other computer-readable media. Therefore, machine-readable media may include any mechanism for storing or transmitting information in a machine-readable (e.g., computer-readable) form, including but not limited to floppy disks, optical disks, CD-ROMs, compact disc read-only memory (CD-ROMs), magneto-optical disks, read-only memory (ROM), random access memory (RAM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), magnetic cards or optical cards, flash memory, or tangible machine-readable storage for transmitting information (e.g., carrier waves, infrared signals, digital signals, etc.) using the Internet in the form of electrical, optical, acoustic, or other forms of propagated signals. Therefore, machine-readable media include any type of machine-readable medium suitable for storing or transmitting electronic instructions or information in a machine-readable (e.g., computer-readable) form.

[0277] In the accompanying drawings, some structural or methodological features may be shown in a specific arrangement and / or order. However, it should be understood that such a specific arrangement and / or order may not be necessary. Rather, in some embodiments, these features may be arranged in a manner and / or order different from that shown in the accompanying drawings. Furthermore, including structural or methodological features in a particular figure does not imply that such features are required in all embodiments, and in some embodiments, these features may be omitted or may be combined with other features.

[0278] It should be noted that the order of the embodiments described above is merely for descriptive purposes and does not represent the superiority or inferiority of the embodiments. Furthermore, specific embodiments have been described above. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps described in the claims can be performed in a different order than that shown in the embodiments and still achieve the desired result. Additionally, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0279] It should be noted that all units / modules mentioned in the device embodiments of this application are logical units / modules. Physically, a logical unit / module can be a physical unit / module, a part of a physical unit / module, or a combination of multiple physical units / modules. The physical implementation of these logical units / modules themselves is not the most important factor; the combination of functions implemented by these logical units / modules is the key to solving the technical problems proposed in this application. Furthermore, to highlight the innovative aspects of this application, the above-described device embodiments of this application have not introduced units / modules that are not closely related to solving the technical problems proposed in this application. This does not mean that the above-described device embodiments do not contain other units / modules.

[0280] It should be noted that in the examples and description of this application, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one" does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0281] Although this application has been illustrated and described with reference to certain preferred embodiments thereof, those skilled in the art should understand that various changes in form and detail may be made thereto without departing from the spirit and scope of this application.

Claims

1. A method for dispatching a terminal tractor, characterized in that, For dispatching dockside guide vehicles, the dock includes multiple quay cranes and multiple buffer positions arranged along a first direction, and multiple lanes arranged along a second direction below the quay cranes. The lanes include multiple work lanes and passage lanes for spacing the work lanes, wherein the lanes are located between the quay cranes and the buffer positions, and the first direction and the second direction are perpendicular. The method includes: Obtain the cargo loading and unloading requirements corresponding to each of the quay cranes; Based on the cargo loading and unloading requirements, the current working position of the quay crane is determined, wherein the working position is located on the working lane, and the working positions corresponding to each two adjacent quay cranes are staggered along the first direction; Based on the current working position of the current quay crane and the cargo loading and unloading requirements, the target buffer position corresponding to the current quay crane is identified from multiple barrier-free buffer positions corresponding to the current working position. The barrier-free buffer position corresponding to the current working position is not directly opposite or adjacent to the current working position, and is not directly opposite or adjacent to other working positions located on the working lane near the buffer position and adjacent to the current working position. Based on the target buffer position of the current quay crane and the cargo loading and unloading requirements, the guide vehicle corresponding to the current quay crane is called so that the guide vehicle drives into or out of the working position corresponding to the current quay crane via the target buffer position to complete the cargo loading and unloading.

2. The method of claim 1, wherein, The step of identifying the target buffer position corresponding to the current quay crane from multiple unobstructed buffer positions corresponding to the current working position based on the current working position and the cargo loading and unloading requirements includes: Based on the working position corresponding to each of the quay cranes, an upper buffer position and / or a lower buffer position corresponding to each of the quay cranes are identified from a plurality of barrier-free buffer positions. The upper buffer position is used to provide the path for the guide vehicle to enter the working position, and the lower buffer position is used to provide the path for the guide vehicle to leave the working position. Obtain the working position corresponding to the current quay crane, and confirm the upper buffer position and / or the lower buffer position corresponding to the current quay crane; Based on the upper buffer position and / or lower buffer position corresponding to the current quay crane, and the cargo loading and unloading requirements, the target buffer position of the current quay crane is determined.

3. The method of claim 2, wherein, The step of identifying the upper and / or lower buffer positions corresponding to each quay crane from multiple unobstructed buffer positions based on the working position corresponding to each quay crane includes: Based on the working position corresponding to each quay crane, at least one unobstructed buffer position closest to the first side of each working position is identified as the starting upper position of the corresponding quay crane, and at least one unobstructed buffer position closest to the second side of each working position is identified as the starting lower position of the corresponding quay crane. Starting from the initial up gear position corresponding to each of the quay cranes, at least one supplementary up gear position is identified on the first side of the quay crane in a direction away from the quay crane. The supplementary up gear position does not overlap with any of the other initial up gear positions or any of the other initial down gear positions. The up gear buffer position includes the initial up gear position and the supplementary up gear position. Confirm that the configuration of the upper buffer position of each of the quay cranes meets the corresponding upper buffer position requirements; And / or, starting from the starting down position corresponding to each of the quay cranes, at least one supplementary down position is identified on the second side of the quay crane in a direction away from the quay crane, the supplementary down position not overlapping with any of the other starting down positions or any of the other starting up positions, the down position buffer position including the starting down position and the supplementary down position; Confirm that the configuration of the lower buffer position of each quay crane meets the corresponding lower buffer position requirements.

4. The method of claim 3, wherein, Starting from the initial upshift position corresponding to each of the quay cranes, at least one supplementary upshift position is identified on the first side of the quay crane in a direction away from the quay crane; starting from the initial downshift position corresponding to each of the quay cranes, at least one supplementary downshift position is identified on the second side of the quay crane in a direction away from the quay crane, including: On the first side of the quay crane, at least one supplementary gear position is identified from the starting gear position corresponding to the quay crane in a direction away from the quay crane, until the adjacent starting gear position is reached. On the second side of the quay crane, at least one supplementary gear position is identified from the starting gear position corresponding to the quay crane in a direction away from the quay crane, until the adjacent starting gear position is reached. The existence of overlapping buffer positions is confirmed. The overlapping buffer position is simultaneously a supplementary upper position of one quay crane and a supplementary lower position of another quay crane. Each overlapping buffer position is then reconfirmed as a supplementary upper position of one quay crane or a supplementary lower position of another quay crane.

5. The method of claim 4, wherein, The step of reconfirming each of the overlapping buffer positions as a supplementary upper position of one of the quay cranes or a supplementary lower position of another quay crane includes: Based on the upshift requirement of one of the quay cranes, at least a portion of the overlapping buffer positions are reconfirmed as supplementary upshift positions of the quay crane so that the configuration of the upshift buffer positions of the quay crane meets the upshift requirement, and the remaining overlapping buffer positions are confirmed as supplementary downshift positions of the other quay crane. Alternatively, based on the downshift requirement of one of the quay cranes, at least a portion of the overlapping buffer positions are reconfirmed as supplementary downshift positions of that quay crane, so that the configuration of the downshift buffer positions of that quay crane meets the downshift requirement, and the remaining overlapping buffer positions are confirmed as supplementary upshift positions of the other quay crane. Alternatively, some of the overlapping buffer positions may be designated as supplementary upper gear positions, and another portion of the overlapping buffer positions may be designated as supplementary lower gear positions, so that the upper gear position requirements of one quay crane and the lower gear position requirements of the other quay crane are met to a similar degree.

6. The method of claim 5, wherein, The method further includes: If it is confirmed that the configuration of the upper buffer position of the quay crane does not meet the upper buffer position requirements of the quay crane; On the first side of the quay crane, starting from the supplementary upper gear position corresponding to the quay crane that is farthest from the quay crane, at least one supplementary upper gear position is confirmed in the direction away from the quay crane until it is confirmed that the configuration of the upper gear buffer position of each quay crane meets the corresponding upper gear position requirements. And / or, if it is confirmed that the configuration of the lower buffer position of the quay crane does not meet the lower buffer position requirements of the quay crane; On the second side of the quay crane, starting from the supplementary lower position corresponding to the quay crane furthest from the quay crane, at least one supplementary lower position is confirmed in the direction away from the quay crane, until it is confirmed that the configuration of the lower buffer position of each quay crane meets the corresponding lower position requirement.

7. The method according to any one of claims 3 to 6, wherein, The confirmation that the configuration of the upper buffer position of each of the quay cranes meets the corresponding upper buffer position requirements includes: Based on the number of guide vehicles equipped with the quay crane, the lower limit of the upper gear integral of the quay crane is determined, and the sharing coefficient is set based on the operational busyness of the terminal. Based on the shared coefficient and the configuration of the upper buffer position corresponding to the quay crane, the upper buffer position integral of the quay crane is confirmed; If the upper gear integral of the quay crane is confirmed to be greater than or equal to the lower limit of the upper gear integral, then the configuration of the upper gear buffer position of the quay crane meets the upper gear requirement of the quay crane.

8. The method of claim any one of claims 3-6, wherein, The confirmation that the configuration of the lower buffer position of each of the quay cranes meets the corresponding lower buffer position requirements includes: Based on the number of guide vehicles equipped with the quay crane, the lower limit of the lower gear integral of the quay crane is determined, and the sharing coefficient is set based on the operational busyness of the terminal. Based on the shared coefficient and the configuration of the lower buffer position corresponding to the quay crane, the lower buffer position integral of the quay crane is confirmed; If the lower gear integral of the quay crane is confirmed to be greater than or equal to the lower gear integral lower limit, then the configuration of the lower gear buffer position of the quay crane meets the lower gear requirement of the quay crane.

9. The method of claim 7, wherein, The determination of the upper gear integral of the quay crane based on the shared coefficient and the configuration of the upper gear buffer position corresponding to the quay crane includes: Confirm the number of exclusive upper gear positions in the upper gear buffer positions of the quay crane, and determine the first upper gear position integral of the quay crane based on the number of exclusive upper gear positions; wherein, the exclusive upper gear position is the upper gear buffer position used exclusively by the quay crane. Confirm the number of shared upper buffer positions in the upper buffer positions of the quay crane and the number of quay cranes corresponding to each shared upper buffer position. The shared upper buffer positions are the upper buffer positions shared by the quay crane and other quay cranes. Based on the number of shared upper gear positions, the sharing coefficient, and the number of quay cranes corresponding to each shared upper gear position, the second upper gear position integral of the quay crane is determined; The upper gear integral of the quay crane is confirmed based on the first upper gear integral and the second upper gear integral.

10. A terminal tractor dispatching system characterized by, For dispatching dockside guide vehicles, the dock includes multiple quay cranes and multiple buffer positions arranged along a first direction, and multiple lanes arranged along a second direction and located below the quay cranes. The lanes include multiple work lanes and passage lanes for separating the work lanes, wherein the lanes are located between the quay cranes and the buffer positions, and the first direction and the second direction are perpendicular. The system includes: Multiple guided vehicles are used to travel between the quay crane and the container area to complete the loading and unloading of goods; The control device, which is communicatively connected to the guide vehicle, is used to obtain the cargo loading and unloading requirements of the quay crane and determine the corresponding work position of the quay crane. Based on the corresponding work position of the quay crane, it identifies the corresponding target buffer position, so as to call the guide vehicle corresponding to the quay crane and control the guide vehicle to drive into or out of the work position through the target buffer position to complete the cargo loading and unloading.

Images