Sea-railway combined transportation port operation area layout optimization method

Abstract

The embodiment of the invention provides a sea-railway combined transport port operation area layout optimization method, and belongs to the technical field of calculation, and the method specifically comprises the steps: determining a to-be-planned area and a to-be-set operation area; a to-be-planned area and to-be-set operation areas in the area are simplified into rectangles, a rectangular plane coordinate system is established with the lower left corner of the to-be-planned area as an original point, and center point coordinates of all the operation areas serve as layout control points; according to the cargo circulation data, analyzing a logistics relationship, a non-logistics relationship and a comprehensive correlation degree between operation areas in the to-be-planned area, and determining a cargo handling distance; establishing an objective function, introducing a normalization factor and a weight coefficient, converting a multi-objective function into a single-objective function, establishing an operation area layout constraint condition, and constructing a sea-railway combined transportation port operation area layout planning model according to the constraint condition; and iteratively solving the sea-railway combined transportation port operation area layout planning model by adopting an improved whale optimization algorithm. Through the scheme disclosed by the invention, the optimization efficiency, accuracy and adaptability are improved.

Description

TECHNICAL FIELD

[0001] Embodiments of the present disclosure relate to the technical field of computing, and in particular, to a sea-railway combined transport port operation area layout optimization method. BACKGROUND

[0002] At present, under the background of global trade development and comprehensive transportation improvement, as a key node of water and land transportation, the port plays a significant role. Sea-railway combined transport has become an important way to improve logistics efficiency due to its large capacity and low cost, and the plane layout of the port operation area directly affects the operation process and efficiency of the hub. In the early stage, the port did not consider the complex sea-railway combined transport problem, and the construction was mainly based on experience. The layout method is easy to set unreasonable due to the relationship between the operation area positions, increase unnecessary loading and unloading costs, cause transportation route congestion, and further affect the progress of each link. Therefore, it is urgent to adjust the plane layout of the sea-railway combined transport port operation area to improve the port operation efficiency.

[0003] Traditional port layout methods cannot be directly used for complex sea-railway combined transport ports, and direct research on the plane layout optimization of sea-railway combined transport ports is still scarce. In existing research, some studies use simulation to plan the layout, but most of them stay at the qualitative analysis level. Some studies establish mathematical models and use heuristic algorithms such as genetic algorithms to solve them, but ordinary algorithms have low efficiency and are prone to local optimal solutions. How to realize the quantitative analysis, fast solution and efficient optimization of the layout scheme has become a problem to be solved in the development of current sea-railway combined transport ports. SUMMARY

[0004] Therefore, embodiments of the present disclosure provide a sea-railway combined transport port operation area layout optimization method, which at least partially solves the problems of poor optimization efficiency, precision and adaptability in the prior art.

[0005] Embodiments of the present disclosure provide a sea-railway combined transport port operation area layout optimization method, which comprises:

[0006] Step 1, determining the sea-railway combined transport port area to be planned and the operation area to be set in the area;

[0007] Step 2, simplifying the area to be planned and the operation area to be set in the area into rectangles, establishing a plane rectangular coordinate system with the lower left corner of the area to be planned as the origin, and taking the center point coordinates of each operation area as the layout control points;

[0008] Step 3, analyzing the logistics relationship, non-logistics relationship and comprehensive correlation degree between each operation area in the area to be planned according to the cargo flow data, and determining the cargo handling distance by using the Manhattan distance formula;

[0009] Step 4, a target function is established to maximize the comprehensive correlation degree and minimize the logistics handling cost, a normalization factor and a weight coefficient are introduced to convert the multi-objective function into a single-objective function, a layout constraint condition of the operation area is established, and a layout planning model of the sea-rail combined transport port operation area is constructed according to the layout constraint condition;

[0010] Step 5, the improved whale optimization algorithm is used to iteratively solve the layout planning model of the sea-rail combined transport port operation area, and an optimal layout scheme is obtained.

[0011] According to a specific implementation manner of the embodiment of the present disclosure, the step 1 specifically comprises:

[0012] Step 1.1, determining a region to be planned of the port according to the local economic development and industrial development, the port positioning, the port infrastructure status and the development planning of the sea-rail combined transport port.

[0013] Step 1.2, determining an operation area to be set in the region to be planned, wherein the operation area comprises a stockyard, a domestic and foreign logistics collection and transportation area, a bonded logistics area, a multimodal transport collection and transportation area, a circulation and processing area, a commercial and logistics area, an auxiliary function area and a comprehensive office area.

[0014] According to a specific implementation manner of the embodiment of the present disclosure, the step 2 specifically comprises:

[0015] simplifying the region to be planned into a rectangle with a length of and a width of , taking the lower left corner of the rectangle as a coordinate origin, taking the long side as an axis, and taking the wide side as an axis, simplifying all operation areas into rectangles, for an operation area , the length of the operation area is , the width of the operation area is , and the center point coordinate of the operation area is , and the center point of the operation area is taken as a control point to plan the layout in the region to be planned.

[0016] According to a specific implementation manner of the embodiment of the present disclosure, the step 3 specifically comprises:

[0017] Step 3.1, collect the daily cargo volume data of the sea-rail intermodal port and the cargo flow data between the yard, domestic and foreign logistics collection area, bonded logistics area, multimodal transport area, circulation processing area, commercial and trade logistics area, auxiliary function area, and comprehensive office area, obtain the logistics flow data and cargo flow proportion of each operation area, and draw a logistics flow from-to table, and divide the logistics intensity of the sea-rail intermodal port operation area into five levels according to the logistics flow from-to table and the logistics intensity classification standard, wherein the logistics intensity levels include super high, extra high, higher, general and negligible, A represents super high, E represents extra high, I represents higher, O represents general, and U represents negligible, and the grade points are set as 4, 3, 2, 1 and 0 respectively, and the logistics intensity classification standard includes that the operation area cargo flow proportion is more than 25% as A, the cargo flow proportion is in the interval of 15%-25% as E, the cargo flow proportion is in the interval of 7%-15% as I, the cargo flow proportion is in the interval of 2%-7% as O, and the operation area cargo flow proportion is less than 2% as A;

[0018] Step 3.2, according to the preset non-logistics intensity classification standard, the non-logistics intensity of the sea-rail intermodal port operation area is divided into six levels as non-logistics relationship, wherein the non-logistics intensity levels include super high, extra high, higher, general, negligible and none, A represents super high, E represents extra high, I represents higher, O represents general, U represents negligible, and X represents none, and the grade points are set as 4, 3, 2, 1, 0 and-1 respectively;

[0019] Step 3.3, set the weight ratio of logistics relationship and non-logistics relationship as 3:1, then calculate the comprehensive correlation degree by weighting the logistics factor correlation and the non-logistics factor correlation

[0020]

[0021] Wherein, represents the comprehensive correlation degree of the operation area and the operation area , represents the logistics relationship weight, represents the non-logistics relationship weight, represents the logistics relationship of the operation area and the operation area , represents the non-logistics relationship of the operation area and the operation area ;

[0022] Step 3.4, the distance between two operation areas is defined as the Manhattan distance between the center points of the two areas in the rectangular coordinate system is represented as The operation track route of the port transportation vehicle is set as from one operation area center point to another operation area center point, and the cargo carrying distance is obtained by solving the Manhattan distance.

[0023] According to a specific implementation manner of the embodiment of the present disclosure, the step 4 specifically comprises:

[0024] Step 4.1, setting the maximum function of the comprehensive correlation degree as

[0025]

[0026] wherein, is the adjacency relationship degree between the operation areas, indicates that there are operation areas in common;

[0027] Step 4.2, setting the minimum function of the logistics carrying cost as

[0028]

[0029] wherein, indicates the unit distance carrying cost between the operation areas , indicates the cargo flow between the operation areas , ,

[0030] Step 4.3, converting the maximum function of the comprehensive correlation degree

[0031] ;

[0032] Step 4.4, according to the converted maximum function of the comprehensive correlation degree and the minimum function of the logistics carrying cost, the multi-objective function is converted into a single objective function by introducing a normalization factor and a weight coefficient

[0033]

[0034]

[0035] wherein, and are normalization factors, is the weight of the converted maximum function of the comprehensive correlation degree, is the weight of the minimum function of the logistics carrying cost, and , indicates the maximum Manhattan distance value;

[0036] ​Step 4.5, setting the job area layout constraint conditions includes that the total area of the job area and the empty land cannot exceed the area of the region to be planned, the job area cannot overlap in the horizontal and vertical directions, a minimum spacing should be left between adjacent regions, the length-width ratio of the job area is within a preset range, the job area layout cannot exceed the region to be planned, the fixed facilities that have been set are taken as the fixed regions with known positions, and no other job area is allowed to be arranged in these fixed regions, the job area of a preset type needs to be arranged at a predetermined position, and the engineering cost cannot exceed a maximum value;

[0037] Step 4.6, combining the single objective function and the job area layout constraint conditions, a layout planning model of the job area of the sea-rail combined transport port is constructed.

[0038] According to a specific implementation manner of the embodiment of the present disclosure, the step 5 specifically includes:

[0039] Step 5.1, inputting the model parameters and the algorithm parameters of the layout planning model of the job area of the sea-rail combined transport port, determining the coding manner of the whale individual;

[0040] Step 5.2, initializing the whale population by using the Sobel sequence to obtain an initial feasible solution;

[0041] Step 5.3, generating a random number, and the whale that meets the hunting condition updates its own position by gradually shrinking the surrounding circle to approach the optimal solution according to the information of the whale with the optimal position in the population;

[0042] Step 5.4, generating a random number, and the whale that meets the bubble net attack condition updates its own position by blowing bubbles and spirally ascending swimming to approach the optimal solution according to the information of the whale with the optimal position in the population;

[0043] Step 5.5, generating a random number, and determining whether the whale updates its own information according to the information of the ordinary whale or according to the method of the bubble net attack or the hunting condition to approach the optimal solution according to the information of the optimal whale;

[0044] Step 5.6, judging whether the maximum number of iterations is reached, if yes, terminating the calculation and outputting the optimal whale individual; otherwise, returning to step 5.3 to continue iteration until the end;

[0045] Step 5.7, decoding the optimal whale individual generated to obtain a layout scheme, and adjusting the final layout scheme according to the demand.

[0046] The sea-rail intermodal port operation area layout optimization scheme in the embodiments of the present disclosure includes: step 1, determining a sea-rail intermodal port to-be-planned area and an operation area to be arranged in the area; step 2, simplifying the to-be-planned area and the operation area to be arranged in the area into rectangles, establishing a plane rectangular coordinate system with the lower left corner of the to-be-planned area as the origin, and taking the center point coordinates of each operation area as the layout control points; step 3, analyzing the logistics relationship, non-logistics relationship and comprehensive correlation degree between each operation area in the to-be-planned area according to the cargo flow data, and determining the cargo handling distance by using the Manhattan distance formula; step 4, establishing a target function with the maximum comprehensive correlation degree and the minimum logistics handling cost as the target, introducing a normalization factor and a weight coefficient, converting the multi-objective function into a single-objective function, establishing operation area layout constraint conditions, and constructing a sea-rail intermodal port operation area layout planning model accordingly; and step 5, iteratively solving the sea-rail intermodal port operation area layout planning model by using an improved whale optimization algorithm to obtain an optimal layout scheme.

[0047] The beneficial effects of the embodiments of the present disclosure are as follows: through the scheme of the present disclosure, a multi-dimensional collaborative optimization is performed, a sea-rail intermodal port operation area layout optimization mathematical model is established, the operation area correlation strength and handling efficiency are simultaneously optimized, and the intermodal efficiency is improved; an efficient algorithm is used for solving, and the improved SNA-WOA algorithm is used for solving, which is faster and more accurate than traditional evolutionary algorithms such as the whale optimization algorithm, the genetic algorithm and the ant colony algorithm; the algorithm has strong scene adaptability, supports dynamic adjustment of the length-width ratio and fixed facility constraints, adapts to different scale port planning requirements, and improves the optimization efficiency, accuracy and adaptability. BRIEF DESCRIPTION OF DRAWINGS

[0048] In order to more clearly illustrate the technical solutions of the embodiments of the present disclosure, the following will briefly introduce the drawings needed to be used in the embodiments. Obviously, the drawings in the following description are only some embodiments of the present disclosure, and other drawings can be obtained by those skilled in the art without creating any inventive labor.

[0049] Figure 1 A flowchart of a sea-rail intermodal port operation area layout optimization method provided by the embodiments of the present disclosure is shown in the figure;

[0050] Figure 2 A sea-rail intermodal port layout planning area and operation area position diagram under a rectangular coordinate system provided by the embodiments of the present disclosure is shown in the figure;

[0051] Figure 3 A logistics relationship correlation diagram provided by the embodiments of the present disclosure is shown in the figure;

[0052] Figure 4 A non-logistics relationship correlation diagram provided by the embodiments of the present disclosure is shown in the figure;

[0053] Figure 5 A comprehensive relational graph provided for embodiments of this disclosure;

[0054] Figure 6 A layout schematic diagram provided for an embodiment of this disclosure;

[0055] Figure 7 This is a schematic diagram of a layout obtained after modification of a layout scheme provided in an embodiment of this disclosure. Detailed Implementation

[0056] The embodiments of this disclosure will now be described in detail with reference to the accompanying drawings.

[0057] The following specific examples illustrate the implementation of this disclosure. Those skilled in the art can easily understand other advantages and effects of this disclosure from the content disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of this disclosure, and not all of them. This disclosure can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this disclosure. It should be noted that, in the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. Based on the embodiments in this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0058] It should be noted that various aspects of embodiments within the scope of the appended claims are described below. It will be apparent that the aspects described herein can be embodied in a wide variety of forms, and any particular structure and / or function described herein is merely illustrative. Based on this disclosure, those skilled in the art will understand that one aspect described herein can be implemented independently of any other aspect, and two or more of these aspects can be combined in various ways. For example, any number of aspects set forth herein can be used to implement the device and / or practice the method. Additionally, this device and / or method can be implemented using structures and / or functionalities other than one or more of the aspects set forth herein.

[0059] It should also be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this disclosure. The illustrations only show the components related to this disclosure and are not drawn according to the number, shape and size of the components in actual implementation. In actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0060] Furthermore, specific details are provided in the following description to facilitate a thorough understanding of the examples. However, those skilled in the art will understand that the described aspects can be practiced without these specific details.

[0061] This disclosure provides a method for optimizing the layout of a sea-rail intermodal port operation area, which can be applied to the layout optimization process of a sea-rail intermodal port.

[0062] See Figure 1 This is a flowchart illustrating a method for optimizing the layout of a sea-rail intermodal port operation area, as provided in an embodiment of this disclosure. Figure 1 As shown, the method mainly includes the following steps:

[0063] Step 1: Determine the planned area for the sea-rail intermodal port and the operational areas to be set up within that area;

[0064] In practice, the scope of the planned layout can be determined by combining factors such as the local economic and industrial development of the sea-rail intermodal port, the port's positioning, and the current status of its infrastructure. Based on the logistics function requirements, operational areas such as storage yards and domestic and international logistics collection and transportation areas can be divided to provide basic functional units for subsequent layout modeling.

[0065] For example, the specific areas that need to be planned and laid out for sea-rail intermodal ports are:

[0066] The areas where port operation zones need to be planned are determined based on local economic and industrial development, port positioning, current port infrastructure status, and development plans.

[0067] The specific work areas that need to be set up are as follows:

[0068] ① Storage yard; ② Domestic and international logistics collection and transportation area; ③ Bonded logistics area; ④ Multimodal transport collection and transportation area; ⑤ Distribution and processing area; ⑥ Trade and logistics area; ⑦ Auxiliary function area; ⑧ Comprehensive office area.

[0069] Step 2: Simplify the area to be planned and the work areas to be set up within the area into rectangles. Establish a Cartesian coordinate system with the lower left corner of the area to be planned as the origin, and use the coordinates of the center point of each work area as the layout control point.

[0070] In practice, the area that needs to be planned and laid out in the port and the work areas that need to be set up in that area can be simplified into a planar rectangle. A planar rectangular coordinate system is established with the lower left corner of the planned area as the origin. The coordinates of the center point of each work area are used as the layout control point. The length and width parameters of the work area provide the geometric basis for subsequent distance calculations.

[0071] For example, the specific setup of a Cartesian coordinate system is as follows:

[0072] The planning scope is simplified into a length of , width is A rectangle. The origin is the bottom left corner of the rectangle, and the coordinate system is defined by the longest side. Axis, with the wide side as Axis. The function areas are also simplified to rectangles. Its length is , width is The coordinates of the center point are functional areas The layout is planned within the planning area, with the central point serving as the control point.

[0073] Step 3: Analyze the logistics relationships, non-logistics relationships, and overall correlation between the various work areas within the planned area based on cargo flow data, and determine the cargo handling distance using the Manhattan distance formula;

[0074] In practice, cargo flow data can be collected and combined with expert opinions to analyze the logistics relationships, non-logistics relationships and overall correlation between various work areas within the planning area, and the Manhattan distance formula can be used to determine the cargo handling distance.

[0075] For example, the analysis of logistics relationships between different work areas is as follows:

[0076] We collect daily average freight volume data from sea-rail intermodal ports and cargo flow data between various operational areas, including storage yards, domestic and international logistics collection and transportation areas, bonded logistics areas, multimodal transport collection and transportation areas, distribution processing areas, commercial logistics areas, auxiliary function areas, and comprehensive office areas. This yields logistics flow data and proportions for each operational area, which are then plotted as a logistic flow table. The logistics intensity of the sea-rail intermodal port operational areas is divided into five levels: A (Extremely High), E (Extra High), I (Relatively High), O (General), and U (Negligible), with corresponding scores of 4, 3, 2, 1, and 0. We establish the following logistics intensity level classification criteria: an operational area with a logistics flow proportion exceeding 25% is classified as A; 15%-25% is E; 7%-15% is I; 2%-7% is O; and less than 2% is A.

[0077] The analysis of non-logistical relationships between various work areas is as follows:

[0078] Non-logistics intensity can be divided into six levels: A for extremely high, E for very high, I for relatively high, O for moderate, U for negligible, and X for none. The level scores are set to 4, 3, 2, 1, 0, and -1, respectively. The non-logistics intensity levels were determined by collecting expert opinions from the perspectives of functional similarity, operational continuity, management coordination, and safe operation.

[0079] The comprehensive correlation analysis between the various work areas is as follows:

[0080] Considering the high logistics attributes of ports, the weight ratio of logistics relationships to non-logistics relationships is set to 3:1. Then, the comprehensive correlation degree is obtained by weighting the correlation between logistics factors and the correlation between non-logistics factors. The calculation formula is shown below.

[0081]

[0082] In the formula, Indicates the work area and work area The overall degree of correlation, Indicates the weight of logistics relationships. Indicates the weight of non-logistics relationships. Indicates the work area and work area Logistics relationships, Indicates the work area and work area Non-logistical relationships.

[0083] The specific method for calculating the cargo handling distance between different work areas is as follows:

[0084] The distance between the two work areas is defined as the center point between the two areas. Manhattan distance That is, the sum of the distance between the horizontal coordinates and the distance between the vertical coordinates, which is represented in a rectangular coordinate system as... The operational routes of transport vehicles within the port are defined as the distance from the center point of one operational area to the center point of another operational area. The cargo handling distance is obtained by solving the Manhattan distance.

[0085] Furthermore, the objective function for the overall relationship between work areas in S4, which maximizes the degree of overall correlation, is as follows:

[0086]

[0087] in, It is the overall correlation between work areas. This is the adjacency degree between work areas, derived from the Manhattan distance between them. Adjacency degree =1; when Adjacency value It is 0.8; when Adjacency degree It is 0.6; when Adjacency degree It is 0.4; when Adjacency degree It is 0.2; when Adjacency degree =0; where, .

[0088] Step 4: Establish an objective function with the goal of maximizing the comprehensive relevance and minimizing the logistics handling cost. Introduce normalization factors and weight coefficients to transform the multi-objective function into a single objective function. Establish the layout constraints of the operation area and construct a layout planning model for the sea-rail intermodal port operation area.

[0089] In practice, the objective function can be the maximum comprehensive relevance and the minimum logistics handling. Normalization factors and weighting coefficients can be introduced to transform the multi-objective function into a single objective function. The layout constraints of the operation area, such as area, spacing, and aspect ratio, can be incorporated to construct a layout planning model for the sea-rail intermodal port operation area.

[0090] For example, minimizing logistics handling costs specifically involves:

[0091]

[0092] in, Indicates the work area , Unit distance transportation cost between them Indicates the work area , The volume of goods transported between them.

[0093] This embodiment of the disclosure uses a weighted method to process multi-objective functions, transforming them into single-objective functions, and then solving them. Considering that the objective function has a maximum value and a minimum value, in order to unify the objectives, the objective function with the maximum comprehensive relationship is transformed, as shown in equation (4).

[0094]

[0095] By introducing coefficients to normalize the objective function through weight assignment, the transformed objective function is as follows:

[0096]

[0097] in, and As the normalization factor, The weights of the function that maximizes the overall relevance after transformation. The weights of the function that minimizes logistics handling costs, and , This represents the maximum Manhattan distance value.

[0098]

[0099] Furthermore, the constraints on the layout of the work area specifically include:

[0100] 1) The total area of ​​the operating area and open space shall not exceed the area of ​​the port planning scope.

[0101]

[0102] in, For the work area The length, Indicates the work area width, The minimum distance between the two boundaries. This indicates the total area specified.

[0103] 2) Work areas must not overlap in either the horizontal or vertical direction, and there should be a minimum distance between adjacent areas.

[0104]

[0105]

[0106] in, and The work area is respectively and work area The x-coordinate of the center and The work area and work area The center's ordinate, and The work area and work area The length, and The work area and work area width, and The work area and work area The angle value is set to consider that the work area and the coordinate axis are placed parallel to each other, therefore the set of values ​​is set to... .

[0107] 3) The length-to-width ratio of the work area needs to be specified within a certain range.

[0108]

[0109] in, and These are the lower and upper limits of the aspect ratio, respectively.

[0110] 4) The layout of the work area must not exceed the planned area.

[0111]

[0112]

[0113] in, It is the length of the planning area. It refers to the width of the planning area.

[0114] 5) For established fixed facilities, such as railway work areas, they should be considered fixed constraints with known locations, and other work areas should not be located within these fixed areas.

[0115]

[0116] in, For a fixed area that has been set, this area can be represented as:

[0117]

[0118]

[0119] in, For fixed work area The x-coordinate of the center point For fixed work area The ordinate of the center point For fixed work area The length, For fixed work area The width.

[0120] 6) Some work areas may need to be located in fixed locations, such as entrances and exits which should be set at the port boundary.

[0121]

[0122] in, , , , It is a constant, set according to regulations.

[0123] 7) The project cost must not exceed the maximum value.

[0124]

[0125] in, B represents the unit area cost of the work area, and B represents the maximum cost.

[0126] In summary, the layout planning model for the sea-rail intermodal port operation area is as follows:

[0127] Objective function: Equation (5),

[0128] Constraints: Equations (7) to (17).

[0129] Step 5: The improved whale optimization algorithm is used to iteratively solve the layout planning model of the sea-rail intermodal port operation area to obtain the optimal layout scheme.

[0130] In practice, an improved whale optimization algorithm can be used to solve the model. The population is initialized with a Sobel sequence, and operations such as hunting prey, bubble net attack, or random prey search are performed based on random numbers. After iterating to the maximum number of times, the optimal layout scheme obtained by decoding the optimal individual whale is output, and fine-tuning is performed according to actual needs.

[0131] For example, by improving the whale optimization algorithm to generate and iteratively decide the layout of logistics functional areas, and solving the layout optimization model, the following steps are included:

[0132] Step 1: Algorithm preparation: Input model parameters and algorithm parameters, and determine the encoding method for individual whales;

[0133] Step 2 Initialization: The whale population is initialized using Sobel sequences to obtain an initial feasible solution;

[0134] Step 3: Hunting the prey: Generate random numbers. Whales that meet the hunting conditions update their own positions by gradually shrinking the encirclement based on the information of the whale with the best position in the population, so as to approach the optimal solution.

[0135] Step 4 Bubble Web Attack: Generate random numbers. Whales that meet the conditions for a bubble web attack update their own positions by blowing bubbles and spiraling upwards based on the information of the whale with the best position in the population, in order to approach the optimal solution.

[0136] Step 5: Randomly search for prey: Generate random numbers to determine whether the whale updates its information based on the information of ordinary whales, or updates its information based on the information of the best whales by using bubble net attacks or encirclement of prey to approach the optimal solution.

[0137] Step 6 Termination condition: Determine if the maximum number of iterations has been reached. If yes, terminate the calculation and output the optimal solution; otherwise, return to Step 3 to continue iterating until the end.

[0138] The optimal whale individual generated is decoded to obtain the layout scheme, and the final layout scheme is adjusted according to the requirements.

[0139] The sea-rail intermodal port operation area layout optimization method provided in this embodiment establishes a mathematical model for optimizing the layout of sea-rail intermodal port operation areas through multi-dimensional collaborative optimization. It simultaneously optimizes the correlation strength and handling efficiency of the operation areas, thereby improving multimodal transport efficiency. The method employs an efficient algorithm, utilizing an improved SNA-WOA whale optimization algorithm, which is faster and more accurate than traditional evolutionary algorithms such as whale algorithms, genetic algorithms, and ant colony algorithms. Furthermore, the method exhibits strong adaptability, supporting dynamic adjustment of aspect ratio and fixed facility constraints, adapting to the planning needs of ports of different scales, and improving optimization efficiency, accuracy, and adaptability.

[0140] The method of this disclosure will be further described below with reference to a specific embodiment, taking the layout of the A port area as an example for analysis, including the following steps:

[0141] (1) Determine the areas that need to be planned and laid out for sea-rail intermodal ports.

[0142] Based on the local economic and industrial development of the sea-rail intermodal port, the port's positioning, the current status of port infrastructure, and development plans, the area that needs to be planned for the port's operational area is determined to be 9 million square meters.

[0143] (2) Determine the operational areas that need to be set up in the planning area of ​​the sea-rail intermodal port;

[0144] The required operating areas are defined as: storage yard, domestic and international logistics collection and transportation area, bonded logistics area, multimodal transport collection and transportation area, distribution processing area, commercial and trade logistics area, auxiliary function area, and comprehensive office area.

[0145] (3) Simplify the port planning layout area and the operating area within that area into a planar rectangle;

[0146] The planned area is simplified into a rectangle with a length of 6,000 meters and a width of 1,500 meters. The storage yard, domestic and international logistics collection and transportation area, bonded logistics area, multimodal transport collection and transportation area, distribution processing area, commercial and trade logistics area, auxiliary function area, and comprehensive office area are each simplified into rectangles with a fixed area but undetermined length and width ratios, with areas of 1.87 million square meters, 620,000 square meters, 840,000 square meters, 70,000 square meters, 510,000 square meters, 160,000 square meters, 250,000 square meters, and 100,000 square meters, respectively.

[0147] (4) Establish a plane rectangular coordinate system with the lower left corner of the planning area as the origin;

[0148] Using the lower left corner of the planned area as the origin and the longer side as the coordinate axis... Axis, with the wide side as Axis. For functional areas with a fixed area but an uncertain aspect ratio. Its length is , width is The coordinates of the center point are Functional areas The central point is used as the control point for layout planning within the planning area, such as... Figure 2 As shown.

[0149] (5) Analyze the logistics relationships, non-logistics relationships, and overall correlation between the various work areas;

[0150] The average daily cargo volume of Port A is approximately 420,800 tons / day. Based on the flow direction and volume ratio of cargo within the port area, a logistics relationship diagram for Port A is obtained, as shown below. Figure 3 As shown.

[0151] Considering factors such as functional similarity, operational continuity, management coordination, and safe operation, and by collecting opinions from relevant experts in Port Area A, the non-logistic relationships between the various functional areas were determined, such as... Figure 4 As shown.

[0152] According to the comprehensive interrelationship formula (1), the comprehensive relationship between the various operating areas of Port A can be obtained, such as... Figure 5 As shown.

[0153] (6) Determine the calculation method for cargo handling distance and the unit distance handling cost;

[0154] The distance between the two work areas i and j is defined as the center point of the two areas. , The Manhattan distance between them, which is the sum of the horizontal and vertical distances, is expressed in a Cartesian coordinate system as: The operational routes of transport vehicles within the port are defined as running from the center point of one operational area to the center point of another operational area. The cargo handling distance is obtained by solving for the Manhattan distance.

[0155] Table 1 shows the unit distance handling cost of goods in Port Area A's operational zone:

[0156] Table 1

[0157] (7) Establish an objective function that maximizes the overall correlation and minimizes the material handling;

[0158] Establish the objective function according to equations (2) to (3).

[0159] (8) Transform the multi-objective function into a single-objective function;

[0160] The multi-objective function is transformed into a single-objective function according to equations (4) to (6).

[0161] (9) Establish constraints on the layout of the work area;

[0162] Establish the constraints according to equations (7) to (17).

[0163] (10) Construct a layout planning model for the sea-rail intermodal port operation area;

[0164] Objective function: Equation (5),

[0165] Constraints: Equations (7) to (17).

[0166] (11) Execute the improved whale optimization algorithm to solve the layout planning model and obtain the layout scheme;

[0167] Configure model and algorithm parameters:

[0168] Set the upper and lower limits of the aspect ratio of the work area to 3 and 1 / 3 respectively, and assign weights accordingly. It is 0.6. The value is 0.4, the population size is 150, and the number of iterations is 1000.

[0169] Population encoding and initialization:

[0170] A two-segment encoding method is adopted. The first segment represents the coordinates of the center of each functional area, and the second segment represents the aspect ratio of each area. The encoding format is as follows: The initial population is generated by initializing the Sobol sequence and checking whether it meets the constraints. If the constraints are not met, it is regenerated until the specified population size is obtained.

[0171] Hunting the prey:

[0172] Whales change their position based on information about the best-positioned whale in the population, thus forming a gradually shrinking encirclement to approach their prey. The process is shown in the following formula:

[0173]

[0174]

[0175]

[0176]

[0177]

[0178] in, Iteration The optimal whale position vector in the population at this time. Represents ordinary whales In iteration The position vector obtained after this step Represents ordinary whales In iteration The position vector obtained after this step and For the coefficient vector, This represents the distance between the current whale and the optimal whale after the influence of random factors. These are control parameters. and The value ranges from [0,1]. This represents the maximum number of iterations.

[0179] Considering It is a linear factor, which does not balance the early global search and the later local search, therefore a nonlinear convergence factor is introduced. This allows the whale's position to move significantly in the early stages, accelerating the global search, while in the later stages the whale's position moves slightly, allowing for a more precise search for the optimal solution.

[0180]

[0181] Bubble web attack:

[0182] Whales spiral upwards while exhaling bubbles, encircling and forcing their prey close to the ocean surface to capture it. The mathematical formula for this behavior is as follows:

[0183]

[0184]

[0185] This represents the distance between the current whale and the optimal whale. This forms a spiral path. It is a constant, representing the helical shape coefficient. It is a random number between [−1, 1].

[0186] Considering the helical shape factor If the constant value is used, it may cause the whale's position to oscillate, preventing fast convergence. Therefore, a coefficient is introduced. The process adapts adaptively during iteration to quickly obtain the precise location of the optimal solution.

[0187]

[0188] The probabilities of encircling and trapping prey and attacking prey with bubble nets are equal, and the probabilities are randomly generated between [0,1]. To choose the hunting method. When At that time, if If the target is a target, choose the encirclement method; otherwise, choose the bubble net attack method.

[0189] Randomly searching for prey:

[0190] Based on the random walk mechanism of whale groups during hunting, individual whales update their next-generation positions based on the positional information of each other within the group. This random search gives the algorithm global optimization performance. At that time, ordinary whales The next generation's position is updated based on the random whale's position, as described below:

[0191]

[0192]

[0193] in, This represents the distance between the current whale and a random whale. Iteration The position vector of a random whale at each time step.

[0194] Iterative updates:

[0195] The algorithm stops when the maximum number of iterations is reached, outputs the optimal whale for decoding, and obtains the optimal layout scheme, such as... Figure 6 As shown.

[0196] Taking into account factors such as the actual area requirements for the setting and planning layout of each functional area, the model scheme was fine-tuned, and a reserved work area was added. The final layout diagram is as follows: Figure 7 As shown.

[0197] An implementation result of this invention shows that the layout of a sea-rail intermodal port, which considers setting up operational areas such as domestic and international logistics collection and transportation areas, bonded logistics areas, multimodal transport collection and transportation areas, distribution processing areas, and commercial logistics areas, facilitates the coordination of logistics and service operations, makes cargo handling and flow more convenient, reduces ineffective operations such as cargo backflow and detours, ensures that the port area has certain commercial potential, improves the comprehensive commercial functions of the port area, and enhances the port area's service capabilities. The comprehensive office area is far from the logistics area, reducing unnecessary intersections of people and goods, making operations safer; its proximity to the commercial area facilitates management and services. This invention also includes reserved land to ensure the future development needs of the port area. Through analysis from the perspectives of logistics, services, offices, and development, this invention is quite reasonable and practical.

[0198] It should be understood that the various parts of this disclosure can be implemented in hardware, software, firmware, or a combination thereof.

[0199] The above description is merely a specific embodiment of this disclosure, but the scope of protection of this disclosure is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this disclosure should be included within the scope of protection of this disclosure. Therefore, the scope of protection of this disclosure should be determined by the scope of the claims.

Claims

1. A method for optimizing the layout of a sea-rail intermodal port operation area, characterized in that, include: Step 1: Determine the planned area for the sea-rail intermodal port and the operational areas to be set up within that area; Step 2: Simplify the area to be planned and the work areas to be set up within the area into rectangles. Establish a Cartesian coordinate system with the lower left corner of the area to be planned as the origin, and use the coordinates of the center point of each work area as the layout control point. Step 3: Analyze the logistics relationships, non-logistics relationships, and overall correlation between the various work areas within the planned area based on cargo flow data, and determine the cargo handling distance using the Manhattan distance formula; Step 4: Establish an objective function with the goal of maximizing the comprehensive relevance and minimizing the logistics handling cost. Introduce normalization factors and weight coefficients to transform the multi-objective function into a single objective function. Establish the layout constraints of the operation area and construct a layout planning model for the sea-rail intermodal port operation area. Step 5: The improved whale optimization algorithm is used to iteratively solve the layout planning model of the sea-rail intermodal port operation area to obtain the optimal layout scheme.

2. The method according to claim 1, characterized in that, Step 1 specifically includes: Step 1.1: Determine the area to be planned for the port based on the local economic and industrial development, port positioning, current status of port infrastructure, and development plan of the sea-rail intermodal port. Step 1.2: Determine the work areas to be set up within the planned area, wherein the work areas include storage yards, domestic and international logistics collection and transportation areas, bonded logistics areas, multimodal transport collection and transportation areas, distribution processing areas, commercial and trade logistics areas, auxiliary function areas, and comprehensive office areas.

3. The method according to claim 2, characterized in that, Step 2 specifically includes: The area to be planned is simplified into a length of... , width is The rectangle is defined with its lower left corner as the origin and its longer side as the coordinate axis. Axis, with the wide side as The axis simplifies the entire work area into a rectangle. Its length is , width is The coordinates of the center point are , with work area The central point is used as the control point for layout planning within the area to be planned.

4. The method according to claim 3, characterized in that, Step 3 specifically includes: Step 3.1: Collect daily average freight volume data of the sea-rail intermodal port and cargo flow data between the yard, domestic and international logistics collection and transportation areas, bonded logistics areas, multimodal transport collection and transportation areas, distribution processing areas, commercial logistics areas, auxiliary functional areas, and comprehensive office areas to obtain logistics flow data and logistics flow ratios for each operating area. Create a logistics flow from-to-login table. Based on the logistics flow from-to-login table and the logistics intensity level classification standard, divide the logistics intensity of the sea-rail intermodal port operating areas into five levels as the logistics relationship. The logistics intensity... The levels include ultra-high, extra-high, relatively high, general, and negligible. A represents ultra-high, E represents extra-high, I represents relatively high, O represents general, and U represents negligible. The level scores are set to 4, 3, 2, 1, and 0 respectively. The logistics intensity level classification standard is as follows: A is when the logistics volume ratio of the work area exceeds 25%; E is when the logistics volume ratio is between 15% and 25%; I is when the logistics volume ratio is between 7% and 15%; O is when the logistics volume ratio is between 2% and 7%; and A is when the logistics volume ratio of the work area is less than 2%. Step 3.2: According to the preset non-logistics intensity classification standard, the non-logistics intensity of the sea-rail intermodal port operation area is divided into six levels as non-logistics relationships. The non-logistics intensity levels include extremely high, very high, relatively high, general, negligible, and none. A represents extremely high, E represents very high, I represents relatively high, O represents general, U represents negligible, and X represents none. The level scores are set to 4, 3, 2, 1, 0, and -1, respectively. Step 3.3: Set the weight ratio of logistics relationships to non-logistics relationships to 3:1, and then calculate the comprehensive correlation degree by weighting the correlation between logistics factors and the correlation between non-logistics factors. ； in, Indicates the work area and work area The overall degree of correlation, Indicates the weight of logistics relationships. Indicates the weight of non-logistics relationships. Indicates the work area and work area Logistics relationships, Indicates the work area and work area Non-logistical relationships; Step 3.4: Define the distance between the two work areas as the center point of the two areas. Manhattan distance In a rectangular coordinate system, it is represented as The operational routes of transport vehicles within the port are defined as the distance from the center point of one operational area to the center point of another operational area. The cargo handling distance is obtained by solving the Manhattan distance.

5. The method according to claim 4, characterized in that, Step 4 specifically includes: Step 4.1, set the function for maximizing the overall correlation as... ； in, It is the adjacency degree between work areas. Indicates shared ownership One work area; Step 4.2, define the function for minimizing logistics handling costs as follows: ； in, Indicates the work area , Unit distance transportation cost between them Indicates the work area , The volume of goods transported between them; Step 4.3: Transform the function that maximizes the overall correlation. ； Step 4.4: Based on the transformed functions of maximizing comprehensive relevance and minimizing logistics handling costs, the multi-objective function is transformed into a single-objective function by introducing normalization factors and weighting coefficients. ； ； in, and As the normalization factor, The weights of the function that maximizes the overall relevance after transformation. The weights of the function that minimizes logistics handling costs, and , This represents the maximum Manhattan distance value; Step 4.5 sets the layout constraints of the work area, including that the total area of ​​the work area and open space cannot exceed the area of ​​the area to be planned, the work areas cannot overlap in the horizontal and vertical directions, and there should be a minimum distance between adjacent areas, the length-to-width ratio of the work area is within the preset range, the layout of the work area cannot exceed the area to be planned, the fixed facilities that have been set up are regarded as fixed areas with known locations, and other work areas are not allowed to be arranged in these fixed areas, the work areas of the preset type need to be arranged in the predetermined location, and the project cost cannot exceed the maximum value. Step 4.6: Combine the single objective function and the constraints of the operation area layout to construct a layout planning model for the sea-rail intermodal port operation area.

6. The method according to claim 5, characterized in that, Step 5 specifically includes: Step 5.1: Input the model parameters and algorithm parameters of the layout planning model for the sea-rail intermodal port operation area to determine the individual whale coding method; Step 5.2: Initialize the whale population using Sobel sequences to obtain an initial feasible solution; Step 5.3: Generate random numbers. Whales that meet the conditions for encircling prey update their own positions by gradually shrinking the encirclement to approach the optimal solution, based on information about the whale with the best position in the population. Step 5.4: Generate random numbers. Whales that meet the conditions for bubble net attack update their own positions by blowing bubbles and spiraling upwards to approach the optimal solution, based on the information of the whale with the best position in the population. Step 5.5: Generate random numbers to determine whether the whale updates its information based on the information of ordinary whales or updates its information based on the optimal whale information by using bubble net attack or hunting methods to approximate the optimal solution. Step 5.6: Determine if the maximum number of iterations has been reached. If yes, terminate the calculation and output the optimal whale individual; otherwise, return to step 5.3 and continue iterating until the end. Step 5.7: Decode the generated optimal whale individual to obtain the layout scheme, and adjust the final layout scheme according to the requirements.

Images