Logistics scheduling method and device, electronic equipment and computer readable storage medium

Abstract

This application provides a logistics scheduling method, apparatus, electronic device, and computer-readable storage medium, relating to the field of logistics scheduling technology. The method involves a port scheduling center receiving logistics transportation task instructions and generating a spatiotemporal path planning scheme based on multi-dimensional data fusion. A shore-based electromagnetic catapult and arresting gear hub, based on the logistics transportation task instructions and real-time environmental data, enters a preparation state and adjusts the electromagnetic catapult parameters. The shore-based electromagnetic catapult and arresting gear hub includes an electromagnetic catapult. A transport unit docks with the electromagnetic catapult and takes off based on the adjusted catapult parameters. The transport unit flies along the spatiotemporal path planning scheme and corrects its trajectory according to the ship's dynamic trajectory, entering the final approach stage. Finally, a ship-based electromagnetic catapult and arresting gear hub activates the dynamic stabilization and electromagnetic arresting devices to recover the transport unit. This method achieves parallel processing of task analysis, customs clearance coordination, airspace application, and vehicle scheduling, compressing end-to-end logistics time.

Description

Technical Field

[0001] This application relates to the field of logistics scheduling technology, and more specifically, to a logistics scheduling method, apparatus, electronic device, and computer-readable storage medium. Background Technology

[0002] Traditional port-to-ship logistics primarily relies on a relay model of "land transport + barge transfer." The specific operational process is as follows: first, goods are transported from the port yard or warehouse to the dockside barge berth via trucks or unmanned trucks; then, small work barges load the goods and navigate through port waters to the target vessel at anchorage or beside the berth; finally, the goods are transferred to the vessel via ship cranes or manual methods. This model is highly dependent on port waterway traffic management, barge resource coordination, and offshore lifting operations, involving multiple independent operating entities and significant manual intervention. For time-sensitive emergency supplies delivery, faster tugboats or transport boats are typically used, but this significantly increases costs and is more heavily influenced by sea conditions.

[0003] Traditional multimodal transport models suffer from long logistics cycles due to fragmented processes and complex coordination, failing to meet the demands of modern shipping for rapid delivery of emergency spare parts and high-value goods for the "last mile." Furthermore, in terms of operational reliability, traditional barge transshipment is greatly limited by port traffic density and weather conditions, and operations at night or in severe weather are risky and may even be forced to stop. Meanwhile, manual deck hoisting operations pose safety hazards and have limited precision. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a logistics scheduling method, apparatus, electronic device, and computer-readable storage medium to improve the above-mentioned problems existing in the prior art.

[0005] In a first aspect, embodiments of this application provide a logistics scheduling method, the method comprising: a port scheduling center receiving a logistics transportation task instruction and generating a spatiotemporal path planning scheme based on multi-dimensional data fusion; a shore-based electromagnetic catapult and arresting gear hub entering a preparation state according to the logistics transportation task instruction and real-time environmental data, and adjusting electromagnetic catapult parameters; wherein the shore-based electromagnetic catapult and arresting gear hub includes an electromagnetic catapult; a transport unit docking with the electromagnetic catapult, the transport unit taking off based on the adjusted catapult parameters; and the transport unit flying along the spatiotemporal path planning scheme, and performing trajectory correction according to the ship's dynamic trajectory, entering the final approach stage; and a ship-based electromagnetic catapult and arresting gear hub activating a dynamic stabilization and electromagnetic arresting device to complete the recovery of the transport unit.

[0006] In the aforementioned implementation process, a spatiotemporal path planning scheme is generated through multi-dimensional data fusion, enabling intelligent and refined management of logistics transportation tasks and effectively improving the accuracy and timeliness of path planning. The shore-based electromagnetic catapult arresting system dynamically adjusts electromagnetic catapult parameters based on real-time environmental data, ensuring the safety and stability of the transport unit's takeoff. Simultaneously, the application of electromagnetic catapult technology significantly shortens takeoff preparation time and improves logistics turnover efficiency. The transport unit flies along the optimized spatiotemporal path and corrects its trajectory in real time based on the ship's dynamic trajectory, achieving dynamic adaptation and precise control of the logistics transportation process, reducing flight deviations and energy consumption. The ship-based electromagnetic catapult arresting system activates dynamic stabilization and completes the recovery of the electromagnetic arresting device, ensuring the safe landing of the transport unit in complex sea conditions, forming a complete closed-loop logistics scheduling system. Overall, this method, through the coordinated cooperation of multiple nodes—ports, shore-based systems, transport units, and ship-based systems—and the innovative application of electromagnetic catapult technology, improves the automation level, transportation efficiency, and environmental adaptability of logistics scheduling, providing an efficient and reliable technical solution for maritime logistics transportation.

[0007] Optionally, the step of receiving logistics transportation task instructions from the port dispatch center and generating a spatiotemporal path planning scheme based on multi-dimensional data fusion includes: acquiring scenario data; wherein the scenario data includes data from the port operating system, automatic identification system for ships, customs system, maritime supervision system, and meteorological department; constructing a comprehensive spatiotemporal path model; wherein the spatiotemporal path model is used to calculate the next position of the transport unit, including dynamic corrections, based on the current position and dynamic trajectory of the target ship, the current position and cruising speed of the transport unit, real-time meteorological data, and time step.

[0008] In the aforementioned implementation process, multi-source heterogeneous data from port operating systems, automatic identification systems for ships, customs systems, maritime regulatory systems, and meteorological departments were integrated to construct a comprehensive and multi-layered scenario perception system, achieving three-dimensional situational awareness of the logistics and transportation environment. Based on a comprehensive spatiotemporal path model, the dynamic trajectory of target ships, the real-time status of transport units, and meteorological conditions are fused and analyzed. This enables accurate prediction of the next position of transport units and the generation of dynamic correction quantities, improving the foresight and adaptability of path planning. This solution effectively breaks down data barriers among multiple departments such as ports, shipping, regulation, and meteorology, forming a collaborative information sharing mechanism and improving the scientific nature of logistics scheduling decisions. At the same time, the dynamic correction mechanism allows transport units to autonomously adjust their flight strategies according to real-time environmental changes, reducing the transportation risks caused by sudden weather or changes in ship trajectories, and ensuring the timeliness and reliability of logistics tasks. Furthermore, the introduction of the spatiotemporal path model upgrades traditional static planning to dynamic optimization, significantly improving the utilization efficiency of logistics resources and overall transportation efficiency, laying a technical foundation for intelligent scheduling in complex maritime logistics scenarios.

[0009] Optionally, the step of receiving logistics transportation task instructions from the port dispatch center and generating a spatiotemporal path planning scheme based on multi-dimensional data fusion further includes: dynamically adjusting the flight status of the transport unit by an adjustment coefficient according to the motion relationship between the target ship and the transport unit; wherein the motion relationship between the target ship and the transport unit includes the distance between the target ship and the transport unit, the estimated flight time, and the speed of the target ship.

[0010] In the above implementation process, an adjustment coefficient is introduced to dynamically adjust the flight status of the transport unit, achieving a refined matching of the motion relationship between the transport unit and the target vessel, making flight control more in line with the dynamic needs of actual logistics scenarios. Based on the joint analysis of multi-dimensional parameters such as the real-time distance between the target vessel and the transport unit, the estimated flight time, and the target vessel's speed, the relative motion trend between the two can be accurately predicted, and the flight strategy can be optimized in advance, effectively avoiding docking deviations caused by vessel maneuvers or changes in sea state. This improves the accuracy and success rate of the final approach stage and reduces the energy consumption cost of go-around or circling waiting. At the same time, by sensing the target vessel's speed changes in real time and adjusting the transport unit's flight status accordingly, the robustness and adaptability of the logistics transportation system in complex dynamic environments are enhanced. In addition, this collaborative control method based on motion relationship upgrades the traditional fixed route flight to an intelligent following mode, significantly shortening the vessel waiting time and the transport unit's empty flight time, and comprehensively improving the timeliness, economy, and safety of maritime logistics transportation.

[0011] Optionally, the shore-based electromagnetic catapult arresting hub enters a preparation state according to the logistics transportation task instructions and real-time environmental data, and adjusts the electromagnetic catapult parameters, including: the electromagnetic catapult of the shore-based electromagnetic catapult arresting hub dynamically calculates and adjusts the catapult acceleration curve according to the environmental parameters and fixed parameters in the logistics task; wherein, the environmental parameters include: real-time wind speed and air density; the fixed parameters include the load parameters of the transport unit.

[0012] In the aforementioned implementation process, real-time acquisition of environmental parameters (including real-time wind speed and air density) combined with fixed parameters such as the load parameters of the transport unit enabled dynamic calculation and adaptive adjustment of the electromagnetic catapult acceleration curve, improving the environmental adaptability and safety of the takeoff process. It can accurately compensate for wind resistance and aerodynamic changes based on real-time meteorological conditions, ensuring that the transport unit obtains optimal takeoff thrust under different sea states, effectively avoiding takeoff failure or equipment overload risks caused by sudden environmental changes. By incorporating load parameters into the catapult model, it achieves precise perception and thrust matching of changes in the mass of the transport unit, ensuring takeoff performance under heavy load conditions and energy efficiency optimization under light load conditions. The dynamic adjustment mechanism replaces the traditional fixed catapult mode, significantly improving the intelligence level and mission adaptability of the shore-based electromagnetic catapult system and reducing the need for manual intervention. Simultaneously, the optimized acceleration curve reduces the peak stress on the transport unit structure, extends equipment lifespan, and improves the reliability and economy of the overall logistics system, providing solid technical support for high-frequency, multi-scenario logistics transportation tasks.

[0013] Optionally, the process of the shore-based electromagnetic catapult arresting hub entering a preparation state and adjusting electromagnetic catapult parameters according to the logistics transportation task instructions and real-time environmental data also includes: monitoring the wind speed distribution in the takeoff area, calculating the average wind speed in the area, and correcting the catapult acceleration curve.

[0014] In the aforementioned implementation process, by monitoring the wind speed distribution in the takeoff area in real time and calculating the average wind speed, the catapult acceleration curve was finely corrected, further improving the electromagnetic catapult system's perception accuracy and response capability to local meteorological conditions. Upgrading point-based wind speed monitoring to regional wind field analysis effectively captured airflow inhomogeneity and transient disturbances within the takeoff area, avoiding potential deviations from single-point data and ensuring that catapult parameter settings better conformed to the actual aerodynamic environment. Based on a dynamic correction mechanism using regional average wind speed, the transport unit could maintain a stable takeoff attitude even under complex wind shear or turbulent conditions, reducing the impact of adverse factors such as crosswinds and gusts on takeoff safety. Simultaneously, this fine-tuning strategy optimized energy output efficiency, reducing unnecessary energy loss while ensuring takeoff reliability and improving the energy utilization efficiency of the shore-based hub. Furthermore, the accumulation of regional wind speed monitoring data provided high-quality data support for subsequent machine learning optimization of the catapult model, promoting the continuous evolution of the electromagnetic catapult system towards predictive maintenance and intelligent decision-making, and comprehensively enhancing the environmental adaptability and technological foresight of the logistics scheduling system.

[0015] Optionally, the loading of the transport unit and docking with the electromagnetic catapult, and taking off based on the adjusted catapult parameters, includes: the electromagnetic catapult calculating the actual catapult acceleration based on environmental parameters and fixed parameters, and controlling the catapult process; wherein the environmental parameters include real-time wind speed and air density; and the fixed parameters include the mass of the transport unit and the output power of the catapult.

[0016] In the aforementioned implementation process, the electromagnetic catapult calculates the actual launch acceleration based on real-time environmental parameters such as wind speed and air density, as well as fixed parameters such as the mass of the transport unit and the output power of the catapult, and controls the entire launch process. This achieves precise quantification and closed-loop management of takeoff thrust, significantly improving the controllability and repeatability of the launch maneuver. Deep integration of environmental perception and equipment status enables the catapult system to dynamically optimize energy output based on real-time operating conditions, ensuring that the transport unit receives appropriate takeoff thrust under different load and weather conditions. This effectively avoids takeoff failure due to insufficient thrust or structural damage caused by excessive thrust. The actual acceleration calculation based on multi-parameter fusion replaces the traditional experience-based estimation model, significantly improving the safety margin and mission success rate of the takeoff process. Simultaneously, precise catapult control reduces mechanical stress and energy waste in the transport unit, extends the service life of key components, and lowers maintenance costs. Furthermore, this intelligent catapult mechanism provides standardized and automated takeoff support for high-frequency logistics operations, improving the throughput capacity and operational efficiency of shore-based hubs, and laying a core technological foundation for building an efficient and reliable maritime logistics transportation system.

[0017] Optionally, the flight of the transport unit along the spatiotemporal path planning scheme and the trajectory correction based on the ship's dynamic trajectory to enter the final approach stage includes: the dynamic stabilization deck subsystem of the ship-based electromagnetic catapult arresting hub calculating and applying hydraulic compensation force based on the ship's roll angle; and the electromagnetic arresting device of the ship-based electromagnetic catapult arresting hub calculating and generating an appropriate damping force field based on the approach speed and approach angle of the transport unit.

[0018] In the aforementioned implementation process, the dynamic stabilization deck subsystem of the ship-based electromagnetic catapult arresting system senses the ship's roll angle in real time and calculates and applies hydraulic compensation force, effectively offsetting the interference of sea state fluctuations on the recovery platform. This provides a relatively stable and level landing reference plane for the carrying capacity unit, significantly improving the safety and controllability of the final approach phase. Simultaneously, the electromagnetic arresting device intelligently calculates and generates a suitable damping force field based on the approach speed and angle of the carrying capacity unit, achieving precise matching and flexible buffering of the arresting process, avoiding impact damage to the carrying capacity unit structure from rigid collisions. The synergistic cooperation between dynamic stabilization and electromagnetic arresting reduces the traditional reliance on... The traditional recovery model, based on manual experience and fixed procedures, has been upgraded to a fully automated, adaptive intelligent recovery system, significantly improving the success rate and operational continuity in complex sea conditions. Through closed-loop control with real-time sensing, rapid calculation, and precise execution, the system effectively shortens the preparation time for arrival and the recovery interval, improving the turnover efficiency of the ship-based hub and the speed of logistics response. In addition, the innovative application of hydraulic compensation and electromagnetic damping technologies reduces the constraints of ship motion on recovery accuracy, expands the range of operable sea conditions, and enhances the operational capabilities and mission adaptability of the marine logistics system in harsh environments, providing reliable technical support for long-distance, all-weather logistics transportation.

[0019] Secondly, this application also provides a logistics scheduling device, comprising: a port scheduling center, a shore-based electromagnetic catapult and arresting hub, a transport capacity unit, and a ship-based electromagnetic catapult and arresting hub; the shore-based electromagnetic catapult and arresting hub is communicatively connected to the port scheduling center, the ship-based electromagnetic catapult and arresting hub is communicatively connected to the port scheduling center, and the transport capacity unit is docked with the electromagnetic catapult; the port scheduling center is used to receive logistics transportation task instructions and generate a spatiotemporal path planning scheme based on multi-dimensional data fusion; the shore-based electromagnetic catapult and arresting hub is used to enter a preparation state according to the logistics transportation task instructions and real-time environmental data, and adjust the electromagnetic catapult parameters; wherein, the shore-based electromagnetic catapult and arresting hub includes an electromagnetic catapult; the transport capacity unit is used to take off based on the adjusted catapult parameters; and the transport capacity unit is used to fly along the spatiotemporal path planning scheme, and to perform trajectory correction according to the ship's dynamic trajectory, entering the final approach stage; the ship-based electromagnetic catapult and arresting hub is used to activate the dynamic stabilization and electromagnetic arresting device to complete the recovery of the transport capacity unit.

[0020] In the aforementioned implementation process, a closed-loop control system covering the entire logistics and transportation process was constructed through a modular architecture design of the port dispatch center, shore-based electromagnetic catapult and arresting hub, transport units, and ship-based electromagnetic catapult and arresting hub. This enabled collaborative operations across the entire chain, from task reception, path planning, takeoff and catapult launch, flight path, to final recovery. The various functional units formed an efficient information exchange network through communication connections, ensuring real-time issuance of dispatch instructions and immediate feedback of status data, significantly improving the overall response speed and collaborative efficiency of the system. The port dispatch center, acting as the intelligent brain, coordinates the overall situation; the shore-based and ship-based hubs respectively undertake the key functions of takeoff and recovery; and the transport units serve as the execution carriers throughout the entire process. This has created a well-defined and tightly integrated logistics scheduling ecosystem. The device integrates advanced technologies such as electromagnetic catapults, dynamic stability control, and intelligent trajectory correction into maritime logistics scenarios, breaking through the dependence of traditional logistics models on infrastructure and site conditions, and significantly expanding the coverage and flexibility of logistics services. Simultaneously, its modular design facilitates system expansion, upgrades, and functional customization, allowing for flexible configuration of the number of hubs and capacity scale according to business needs, demonstrating excellent scalability and adaptability. Overall, the device achieves automation, intelligence, and efficiency in logistics scheduling through integrated hardware and software design, providing a complete equipment solution and technical support system for building a modern maritime logistics network.

[0021] Thirdly, embodiments of this application also provide an electronic device, which includes a memory and a processor. The memory stores program instructions, and when the processor reads and runs the program instructions, it executes the steps in any of the above implementation methods.

[0022] Fourthly, embodiments of this application also provide a computer-readable storage medium storing computer program instructions, which, when read and executed by a processor, perform the steps in any of the above implementations. Attached Figure Description

[0023] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a first schematic diagram of a logistics scheduling method provided in an embodiment of this application; Figure 2 A simplified schematic diagram of the logistics scheduling device provided in the embodiments of this application; Figure 3This is a second schematic diagram of a logistics scheduling method provided in an embodiment of this application; Figure 4 This is a third schematic diagram of the logistics scheduling method provided in the embodiments of this application; Figure 5 This is a fourth schematic diagram of the logistics scheduling method provided in the embodiments of this application; Figure 6 This is a fifth schematic diagram of the logistics scheduling method provided in the embodiments of this application; Figure 7 A complex schematic diagram of a logistics scheduling device provided in the embodiments of this application; Figure 8 This is a block diagram of an electronic device provided in an embodiment of this application.

[0025] Icons: 001-Port Dispatch Center; 002-Shore-based Electromagnetic Catapult Arrestor Hub; 003-Capacity Unit; 004-Ship-based Electromagnetic Catapult Arrestor Hub; 100-Electronic Equipment; 111-Memory; 112-Memory Controller; 113-Processor; 114-Peripheral Interface; 115-Input / Output Unit; 116-Display Unit. Detailed Implementation

[0026] 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 a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of the embodiments of this application.

[0027] In the traditional model, logistics from port to ship involves multiple interconnected stages, including land transport assembly, barge dispatch, maritime transshipment, and manual handover. The process is lengthy and subject to various constraints, with the overall cycle often lasting several hours or even longer. Traditional maritime delivery methods are greatly affected by wind, waves, ship movement, and visibility, making it difficult to guarantee delivery accuracy and safety.

[0028] Specifically, traditional port-to-ship logistics primarily relies on a relay model combining land transport and barge transfer. The operational process is as follows: first, goods are transported from the port yard or warehouse to the dockside barge berth via trucks or unmanned trucks; then, small work barges load the goods and navigate through port waters to the target vessel at anchor or beside the berth; finally, deck lifting and handover are carried out using ship cranes or manually. This model is highly dependent on port waterway traffic management, barge resource coordination, and offshore lifting operations, involving multiple independent operating entities and significant manual intervention. For time-sensitive emergency supplies delivery, faster tugboats or transport boats are typically used, but this significantly increases costs and is more heavily influenced by sea conditions.

[0029] Therefore, the purpose of this application is to provide a logistics scheduling method, apparatus, electronic device, and computer-readable storage medium to improve the above-mentioned problems existing in the prior art.

[0030] In a first aspect, embodiments of this application provide a logistics scheduling method applied to a server, which can be an electronic device with logical computing functions such as a personal computer (PC), tablet computer, smartphone, or personal digital assistant (PDA).

[0031] Please see Figure 1 , Figure 1 This is a first schematic diagram of a logistics scheduling method provided in an embodiment of this application, and in conjunction with... Figure 2 , Figure 2 A simplified schematic diagram of the logistics scheduling device provided in the embodiments of this application.

[0032] The logistics scheduling method includes: the port scheduling center 001 receives logistics transportation task instructions and generates a spatiotemporal path planning scheme based on multi-dimensional data fusion; the shore-based electromagnetic catapult and arresting hub 002 enters a preparation state according to the logistics transportation task instructions and real-time environmental data, and adjusts the electromagnetic catapult parameters; wherein, the shore-based electromagnetic catapult and arresting hub 002 includes an electromagnetic catapult; the transport unit 003 docks with the electromagnetic catapult, and the transport unit 003 takes off based on the adjusted catapult parameters; the transport unit 003 flies along the spatiotemporal path planning scheme, and makes track corrections according to the ship's dynamic trajectory, and enters the final approach stage; the ship-based electromagnetic catapult and arresting hub 004 activates the dynamic stabilization and electromagnetic arresting devices to complete the recovery of the transport unit 003.

[0033] In the aforementioned process, the port dispatch center 001, the shore-based electromagnetic catapult and arresting hub 002, the transport unit 003, and the ship-based electromagnetic catapult and arresting hub 004 form a closed-loop intelligent logistics dispatching system through real-time information and command interaction. This process, based on multi-dimensional data fusion, achieves end-to-end coordination from task issuance, catapult preparation, autonomous flight to precise recovery. The transport unit 003 can dynamically correct its trajectory in real time, demonstrating the system's dynamic response capability to environmental changes and task requirements. Ultimately, through the dynamic stabilization and electromagnetic arresting action of the ship-based electromagnetic catapult and arresting hub 004, the safe recovery of the transport unit 003 is achieved, thus realizing the goal of efficient and precise end-to-end logistics transportation.

[0034] In one embodiment of this application, the transport unit 003 includes unmanned aerial vehicles, vertical take-off and landing aircraft, cargo rotorcraft / helicopters, unmanned fixed-wing aircraft, hybrid configuration unmanned transport vehicles, autonomous cargo airships / aeriovans, and reusable small cargo rockets / suborbital vehicles.

[0035] Optionally, please refer to Figure 3 , Figure 3 This is a second schematic diagram of the logistics scheduling method provided in the embodiments of this application.

[0036] The port dispatch center 001 receives logistics transportation task instructions and generates a spatiotemporal path planning scheme based on multi-dimensional data fusion, including: acquiring scenario data; wherein the scenario data includes data from the port operating system, automatic identification system for ships, customs system, maritime supervision system and meteorological department; constructing a comprehensive spatiotemporal path model; wherein the spatiotemporal path model is used to calculate the next position of the capacity unit 003, including dynamic correction, based on the current position and dynamic trajectory of the target ship, the current position and cruising speed of the capacity unit 003, real-time meteorological data and time step.

[0037] In the aforementioned implementation process, the port dispatch center 001, the shore-based electromagnetic catapult and arresting gear hub 002, the transport unit 003, and the ship-based electromagnetic catapult and arresting gear hub 004 form a closed-loop intelligent logistics dispatch system through real-time information and command interaction. This process, based on multi-dimensional data fusion, achieves end-to-end coordination from task issuance, catapult preparation, autonomous flight to precise recovery. Specifically, the port dispatch center 001 acquires and integrates heterogeneous scenario data from multiple sources, including the port operating system, the Automatic Identification System (AIS), customs systems, maritime regulatory systems, and meteorological departments. Based on this, a comprehensive spatiotemporal path model is constructed. This model comprehensively considers the target vessel's real-time dynamic trajectory, the current state and performance parameters of the transport unit 003, real-time weather conditions, and a fine time step. By calculating the next position of the transport unit 003, including dynamic corrections, a spatiotemporal path planning scheme with predictive and adjustment capabilities is generated. This enables the transport unit 003 to intelligently correct its trajectory during flight based on changes in the environment and mission. Ultimately, the ship was safely recovered via the ship-based electromagnetic catapult arresting gear 004, thus achieving the goal of efficient, precise, and adaptive end-to-end logistics transportation.

[0038] In one embodiment of this application, multi-dimensional data is fused to construct a comprehensive spatiotemporal path model, and the current position of the target ship is set as... The current location of transport unit 003 is The time step of the flight is Then the path planning of the system is expressed as:

[0039] in, It is the speed of transport unit 003. It is a correction calculated from real-time weather data and ship dynamic trajectories. It is based on a prediction model of ship motion and meteorological data, and is corrected accordingly. The position of transport unit 003 at the next moment is... Current position Based on its own cruising speed The time step is , The dynamic correction amount calculated from real-time environmental factors.

[0040] Furthermore, the port dispatch center 001 receives logistics transportation task instructions and generates a spatiotemporal path planning scheme based on multi-dimensional data fusion. This also includes: dynamically adjusting the flight status of the transport unit 003 by adjusting coefficients according to the motion relationship between the target ship and the transport unit 003; wherein, the motion relationship between the target ship and the transport unit 003 includes the distance between the target ship and the transport unit 003, the estimated flight time, and the speed of the target ship.

[0041] In the aforementioned process, the port dispatch center 001, the shore-based electromagnetic catapult arresting hub 002, the transport unit 003, and the ship-based electromagnetic catapult arresting hub 004 form a closed-loop intelligent logistics dispatching system through real-time information and command interaction. This process, based on multi-dimensional data fusion and dynamic modeling, achieves end-to-end intelligent collaboration from task issuance, catapult preparation, autonomous flight to precise recovery. Specifically, the port dispatch center 001 not only acquires and integrates multi-source heterogeneous scenario data to construct a comprehensive spatiotemporal path model, but its scheme generation process also includes a crucial adaptive control component: the system calculates and dynamically adjusts one or more adjustment coefficients based on the real-time motion relationship between the target ship and the transport unit 003 (such as the dynamic distance between them, estimated flight time, and the target ship's speed) using intelligent algorithms, thereby optimizing the flight speed, heading, or energy distribution status of the transport unit 003 in real time. This allows the generated spatiotemporal path planning scheme to inherently incorporate dynamic tracking and pre-matching capabilities. During subsequent flights, the 003 transport unit can use this scheme, combined with real-time environmental data, to correct its trajectory, ensuring accurate and safe rendezvous with moving targets (ships) even in complex dynamic scenarios. Finally, recovery is achieved via the ship-based electromagnetic catapult arresting gear 004, demonstrating the system's high degree of autonomy, adaptability, and mission reliability.

[0042] In one embodiment of this application, the speed of the transport unit 003 also needs to be dynamically adjusted based on the ship's trajectory and real-time weather information. Specifically, the estimated flight time for each segment is assumed to be... The ship's current position and speed are respectively and The speed adjustment formula for transport unit 003 is:

[0043] in, It is the distance between the target vessel and transport unit 003. This is the estimated flight time for the flight segment. It is the speed of the target ship. It is an adjustment coefficient used to balance the relationship between the speed of the transport unit 003 and the ship speed.

[0044] Optionally, please refer to Figure 4 , Figure 4 This is a third schematic diagram of the logistics scheduling method provided in the embodiments of this application.

[0045] The shore-based electromagnetic catapult arresting hub 002 enters a preparation state based on logistics transportation task instructions and real-time environmental data, and adjusts the electromagnetic catapult parameters. This includes the electromagnetic catapult of the shore-based electromagnetic catapult arresting hub 002 dynamically calculating and adjusting the catapult acceleration curve based on environmental parameters and fixed parameters in the logistics task. Among these parameters, the environmental parameters include real-time wind speed and air density, and the fixed parameters include the load parameters of the transport unit 003.

[0046] In the aforementioned implementation process, the port dispatch center 001, the shore-based electromagnetic catapult arresting hub 002, the transport unit 003, and the ship-based electromagnetic catapult arresting hub 004 form a closed-loop intelligent logistics dispatching system through real-time information and command interaction. Specifically, the port dispatch center 001 not only acquires and integrates multi-source heterogeneous scene data to construct a comprehensive spatiotemporal path model, but the generation process also includes a crucial adaptive control link: the system dynamically adjusts the adjustment coefficients based on the real-time motion relationship between the target ship and the transport unit 003 using intelligent algorithms to optimize the flight state of the transport unit 003. Simultaneously, upon receiving commands, the shore-based electromagnetic catapult arresting hub 002, through its core electromagnetic catapult, dynamically calculates and optimizes the catapult acceleration curve based on the specific requirements of the logistics task, combined with dynamic environmental parameters such as real-time wind speed and air density, and fixed performance parameters such as the load of the transport unit 003, using built-in algorithms to achieve safe, efficient, and adaptable catapult takeoff. This allows the 003 transport unit, after achieving optimal takeoff conditions, to fly based on a spatiotemporal path planning scheme with embedded dynamic tracking capabilities, and to make real-time trajectory corrections to ensure precise rendezvous with the moving target (ship). Finally, it is smoothly recovered via the ship-based electromagnetic catapult arresting gear 004.

[0047] In one embodiment of this application, the acceleration curve of the electromagnetic catapult is calculated based on the load condition of the transport unit 003 and weather conditions, and the maximum weight of the transport unit 003 is set as... The electromagnetic catapult outputs power of air density is Wind speed is Then the initial acceleration of the transport unit 003 Represented as:

[0048] in the formula This refers to the instantaneous output power of the electromagnetic catapult. The gross weight (including cargo) of transport capacity unit 003. air density, For real-time wind speed, the first term on the right side of the formula This represents the theoretical acceleration produced when all electromagnetic power is converted into propulsive kinetic energy under ideal, windless conditions; the correction term in parentheses... This introduces the reduction effect of wind resistance, where Represents wind pressure dynamic pressure, and The ratio reflects the proportion of wind resistance power consumption to total propulsion power.

[0049] Furthermore, the shore-based electromagnetic catapult arresting hub 002 enters a ready state based on logistics transportation mission instructions and real-time environmental data, and adjusts the electromagnetic catapult parameters, including: monitoring the wind speed distribution in the takeoff area, calculating the average wind speed in the area, and correcting the catapult acceleration curve.

[0050] In the aforementioned implementation process, the port dispatch center 001 not only acquires and integrates multi-source heterogeneous scene data to construct a comprehensive spatiotemporal path model, but its scheme generation process also includes a crucial adaptive control component: the system dynamically adjusts the regulation coefficients based on the real-time motion relationship between the target vessel and the transport unit 003 using intelligent algorithms to optimize the flight state of the transport unit 003. Simultaneously, upon receiving instructions, the shore-based electromagnetic catapult arresting hub 002, through its core electromagnetic catapult, dynamically calculates and optimizes the catapult acceleration curve based on the specific requirements of the logistics task, combined with dynamic environmental parameters such as real-time wind speed and air density, and fixed performance parameters such as the load of the transport unit 003, using built-in algorithms. To further improve the accuracy and safety of the catapult launch, the system also monitors the wind speed distribution in the takeoff area in real time, calculates the average wind speed, and refines the preset catapult acceleration curve accordingly, thereby achieving safe, efficient, and highly adaptable catapult takeoff under specific real-time conditions. After achieving optimal and stable takeoff conditions, the transport unit 003 can fly based on a spatiotemporal path planning scheme with embedded dynamic tracking capabilities, and make real-time trajectory corrections to ensure precise rendezvous with the moving target (ship). Finally, it is smoothly recovered via the ship-based electromagnetic catapult arresting gear 004. The entire process is interconnected, from macro-path planning to micro-catapult control, demonstrating a deep perception and intelligent response to environmental factors, highlighting the system's high degree of autonomy, environmental adaptability, and mission reliability.

[0051] In one embodiment of this application, during the electromagnetic catapult preparation process, the system also needs to monitor the wind speed, visibility, and obstacle distribution in the takeoff area in real time. The environmental perception unit provides data support through integrated meteorological sensors and monitoring cameras to perform real-time assessment of the takeoff environment. Let the total area of ​​the monitoring area be... The wind speed distribution is uneven. The average wind speed in the takeoff area can be estimated using the following formula. :

[0052] in, The total monitored area representing the takeoff zone, The location coordinates within the area are Real-time wind speed value at the location, Indicates the region The total wind volume is obtained by integrating the wind speed values ​​at all points within the monitoring area using the area integral. The total wind speed of the entire area is then obtained by spatially integrating the continuously distributed wind speed field within the monitoring area, and finally divided by the area of ​​the region. This transforms the complex wind speed field distribution into a representative scalar value. .

[0053] Optionally, please refer to Figure 5 , Figure 5 This is a fourth schematic diagram of the logistics scheduling method provided in the embodiments of this application.

[0054] The payload unit 003 loads the payload and docks with the electromagnetic catapult, and takes off based on the adjusted catapult parameters. This includes: the electromagnetic catapult calculates the actual catapult acceleration based on environmental parameters and fixed parameters, and controls the catapult process; wherein, the environmental parameters include real-time wind speed and air density; and the fixed parameters include the mass of the payload unit 003 and the output power of the catapult.

[0055] In the aforementioned implementation process, the port dispatch center 001 not only acquires and integrates multi-source heterogeneous scene data to construct a comprehensive spatiotemporal path model, but its scheme generation process also includes a crucial adaptive control component: the system dynamically adjusts the regulation coefficients based on the real-time motion relationship between the target vessel and the transport unit 003 using intelligent algorithms to optimize the flight state of the transport unit 003. Simultaneously, upon receiving instructions, the shore-based electromagnetic catapult arresting hub 002, through its core electromagnetic catapult, dynamically calculates and optimizes the catapult acceleration curve based on the specific requirements of the logistics task, combined with dynamic environmental parameters such as real-time wind speed and air density, and fixed performance parameters such as the load of the transport unit 003, using built-in algorithms. To further improve the accuracy and safety of the catapult launch, the system also monitors the wind speed distribution in the takeoff area in real time, calculates the average wind speed, and refines the preset catapult acceleration curve accordingly. During the launch phase, the electromagnetic catapult will accurately calculate the required launch acceleration based on these modified parameters, combined with fixed parameters such as the mass of the power unit 003 and its own output power, and use this to control the entire launch process, thereby achieving safe, efficient and highly adaptable launch takeoff under specific real-time conditions.

[0056] In one embodiment of this application, the electromagnetic catapult needs to dynamically adjust its acceleration based on real-time wind speed and the weight of the power unit 003, and the mass of the power unit 003 is set as follows: The electromagnetic catapult outputs power of Wind speed is air density is Then the acceleration of transport unit 003 Calculated using the following formula:

[0057] The above formula is based on Newton's second law and calculates the output power of the electromagnetic catapult. Firstly, this is converted into the mass of transport unit 003. The net thrust is expressed as the theoretical acceleration term. The corrections in parentheses This characterizes the power loss mechanism: where It is wind pressure dynamic pressure, and total power. The ratio reflects the effort required to overcome real-time wind speed. air density The proportion of power required to overcome aerodynamic drag generated in the environment. When transport unit 003 is preparing for takeoff, the real-time four-dimensional path data and ship dynamic information provided by the dispatch center are used to precisely adjust the flight path of transport unit 003, and the electromagnetic catapult controls the acceleration according to preset parameters.

[0058] In one embodiment of this application, the flight path of the drone needs to be adjusted according to the dynamic trajectory of the ship, setting the ship in... The position of the moment is Drones in The position of the moment is and the speed of the drone The position correction amount of the drone Calculated using the following formula:

[0059] in, It is an adjustment coefficient used to balance the correction between ship motion and drone motion. By adjusting the drone's flight trajectory in real time, it ensures that the drone can keep up with the dynamic changes of the ship and avoid deviating from the predetermined path.

[0060] Optionally, please refer to Figure 6 , Figure 6 This is a fifth schematic diagram of the logistics scheduling method provided in the embodiments of this application.

[0061] The transport unit 003 flies along the spatiotemporal path planning scheme and makes track corrections based on the ship's dynamic trajectory before entering the final approach stage, which includes: the dynamic stabilization deck subsystem of the ship-based electromagnetic catapult arresting hub 004 calculates and applies hydraulic compensation force based on the ship's roll angle; and the electromagnetic arresting device of the ship-based electromagnetic catapult arresting hub 004 calculates and generates an appropriate damping force field based on the approach speed and approach angle of the transport unit 003.

[0062] In the aforementioned process, based on the real-time motion relationship between the target vessel and the transport unit 003, the adjustment coefficient is dynamically adjusted through intelligent algorithms to optimize the flight state of the transport unit 003. Simultaneously, upon receiving instructions, the shore-based electromagnetic catapult arresting gear 002, through its core electromagnetic catapult, dynamically calculates and optimizes the catapult acceleration curve based on the specific requirements of the logistics task, combined with real-time environmental data and the parameters of the transport unit 003, using a built-in algorithm. To further improve the accuracy and safety of the catapult, the system also monitors the wind speed distribution in the takeoff area in real time, calculates the average wind speed, and refines the preset catapult acceleration curve accordingly. Finally, during the catapult execution phase, the electromagnetic catapult accurately calculates the actual required catapult acceleration based on these corrected parameters, and precisely controls the entire catapult process. This allows the transport unit 003 to achieve the optimal and most stable takeoff state, enabling it to fly based on a spatiotemporal path planning scheme with embedded dynamic tracking capabilities and perform real-time trajectory corrections. During the critical final approach phase, the ship-based electromagnetic catapult arresting hub 004 initiates a coordinated recovery procedure. Its dynamic stabilization deck subsystem senses the ship's roll angle in real time and calculates and applies corresponding hydraulic compensation forces to maintain the relative stability of the deck platform. At the same time, the electromagnetic arresting device quickly calculates and generates an electromagnetic damping force field that is precisely matched to the real-time approach speed and angle of the transport unit 003.

[0063] In one embodiment of this application, after entering the final approach phase, the precision guidance mode locks the position of the electromagnetic arresting device through a differential positioning system and a visual recognition device. During this process, the dynamic stabilization deck subsystem of the ship-based electromagnetic catapult arresting hub 004 performs hydraulic compensation based on the ship's roll data. Let the roll angle of the ship-based electromagnetic catapult arresting hub 004 be... Hydraulic compensation force of the deck Calculated using the following formula:

[0064] in, It is a constant of the hydraulic compensation system. It is the angle of the ship's roll; The electromagnetic arresting device generates a damping force field tailored to the drone's approach speed and angle to ensure safe recovery. When the electromagnetic arresting device is activated, the drone's speed is calculated in real time. and approach angle The system adjusts the strength of the damping force field to make the capture process as smooth as possible. Assume the damping force generated by the electromagnetic arresting device is... The formula for calculating the damping force is:

[0065] in, It is the damping coefficient. It's the speed of the drone. It's the angle of entry.

[0066] Secondly, this application also provides a logistics scheduling device, please refer to... Figure 2 , Figure 2 A simplified schematic diagram of the logistics scheduling device provided in the embodiments of this application.

[0067] The logistics scheduling device includes: a port scheduling center 001, a shore-based electromagnetic catapult arresting hub 002, a transport capacity unit 003, and a ship-based electromagnetic catapult arresting hub 004; the shore-based electromagnetic catapult arresting hub 002 is communicatively connected to the port scheduling center 001, the ship-based electromagnetic catapult arresting hub 004 is communicatively connected to the port scheduling center 001, and the transport capacity unit 003 is docked with the electromagnetic catapult; the port scheduling center 001 is used to receive logistics transportation task instructions and generate spatiotemporal path planning schemes based on multi-dimensional data fusion; the shore-based electromagnetic catapult arresting hub 004... The arresting hub 002 is used to enter the preparation state according to the logistics transportation task instructions and real-time environmental data, and to adjust the electromagnetic catapult parameters. The shore-based electromagnetic catapult arresting hub 002 includes an electromagnetic catapult. The transport unit 003 is used to take off based on the adjusted catapult parameters. The transport unit 003 is used to fly along the spatiotemporal path planning scheme and to make track corrections according to the ship's dynamic trajectory before entering the final approach phase. The ship-based electromagnetic catapult arresting hub 004 is used to activate the dynamic stabilization and electromagnetic arresting devices to complete the recovery of the transport unit 003.

[0068] In the aforementioned implementation process, the intelligent scheduling method is concretely realized as a highly automated physical system through the physical integration and coordinated operation of four core components: the port scheduling center 001, the shore-based electromagnetic catapult and arresting hub 002, the transport capacity unit 003, and the ship-based electromagnetic catapult and arresting hub 004. The device uses the port scheduling center 001 as the intelligent decision-making hub, constructing a neural network for comprehensive information perception and command distribution through its stable communication connections with the shore-based and ship-based hubs. The shore-based electromagnetic catapult and arresting hub 002 serves as the precise launch end, with its built-in electromagnetic catapult setting parameters based on scheduling commands and environmental perception. The transport capacity unit 003, as the autonomous transport terminal, is responsible for executing the entire flight mission from catapult docking and path tracking to trajectory correction. The ship-based electromagnetic catapult and arresting hub 004 serves as the dynamic recovery end, achieving precise capture through its active stabilization and electromagnetic arresting devices. Each device is tightly coupled based on a clear communication link and functional interface, enabling seamless connection and reliable execution of the entire physical process from task analysis, path planning, adaptive ejection, mid-flight flight to dynamic recovery. This achieves intelligent, precise, and highly adaptable logistics scheduling across the entire chain at the hardware level.

[0069] Specifically, please refer to Figure 7 , Figure 7 A complex schematic diagram of the logistics scheduling device provided in the embodiments of this application.

[0070] Taking the "OCEANVANGUARD," a 10,000 TEU container ship about to depart for Europe, as an example, a faulty dedicated sensor for its main engine was discovered during the final pre-departure inspection. The required spare part was located in a bonded spare parts warehouse 30 kilometers behind the port. Given the tight schedule, urgent delivery to berth No. 3 was necessary before the ship's departure. This paper will provide a detailed implementation explanation of this method. Upon receiving an emergency delivery request, the port dispatch center 001 immediately creates a highest priority task. The instruction automatically associates the location of the bonded spare parts warehouse, the target vessel's berth No. 3 information, and the "deliver as soon as possible" deadline. The system simultaneously initiates multi-dimensional data fusion: it dispatches AGVs through the port operating system, obtains the vessel's real-time AIS location, initiates a "zone-port linkage" rapid exit application to customs, and accesses real-time weather and waterway data. Based on the fused data, the system generates a four-dimensional spatiotemporal path from the bonded warehouse through the shore-based electromagnetic catapult arresting hub 002 to the vessel at berth No. 3, forming a dynamic tracking corridor to adapt to the vessel's slight movements. The system simultaneously activates the shore-based electromagnetic catapult arresting hub 002 and the ship-based electromagnetic catapult arresting hub 004, and automatically submits an emergency flight permit. The shore-based electromagnetic catapult arresting gear 002 is ready for rapid customs clearance and loading. Upon receiving the instruction, the shore-based electromagnetic catapult arresting gear 002 immediately enters the preparation state: the electromagnetic catapult pre-calculates the launch curve based on the weight of the spare parts and the light wind conditions; the automated loading station receives the spare parts transported by the AGV; the customs collaboration module completes the electronic lock unbinding and task binding, achieving "second-level customs clearance"; the robotic arm accurately loads the spare parts into the UAV cargo compartment; the environmental perception unit confirms the safety of the takeoff area. After completing all preparations, the shore-based electromagnetic catapult arresting gear 002 reports the "loading ready" status to the dispatch center. The drone undergoes catapult launch and aerial docking. The cargo-carrying special drone completes docking with the electromagnetic catapult and system self-check. After obtaining airspace clearance, the dispatch center issues a takeoff command. The electromagnetic catapult starts according to the optimized curve, smoothly launching the drone with precise acceleration, allowing it to take off at the optimal elevation angle and integrate into the planned path. Cross-sea flight and dynamic precision recovery: The drone flies along an 8-kilometer dynamic path, which is generated in real time by a four-dimensional spatiotemporal path planning algorithm from the intelligent dispatch center. The system takes the bonded spare parts warehouse as the starting point and the target ship's real-time berth as the ending point. Combining real-time meteorological data, port airspace structure, waterway control information, and the precise position and micro-movement trajectory of the "OCEANVANGUARD" vessel provided by the Automatic Identification System (AIS), it calculates an initial route in three-dimensional spatial coordinates that avoids the port's hoisting area, buildings, and other no-fly zones. At the same time, a time dimension is introduced. Based on the drone's cruising speed, wind direction, and the ship's expected movement range, the route is transformed into a dynamic tracking corridor with a timestamp. During the flight, the path is continuously fine-tuned according to the berth offset caused by the ship's finishing operations and real-time wind field changes, forming an optimal spatiotemporal trajectory of approximately 8 kilometers from the starting point to the ending point that can adapt to terminal movement and environmental changes, and continuously receiving ship position fine-tuning data. After entering the final approach phase, the precision guidance mode is activated. The differential positioning and visual recognition system work together to lock onto the electromagnetic arresting device of the ship-based electromagnetic catapult arresting hub 004. At the same time, the platform's dynamic stabilization deck subsystem performs active hydraulic compensation based on the ship's sway data, and the electromagnetic arresting device generates a matching damping force field.

[0071] The underwater recovery and mission closed loop were completed. The drone smoothly contacted the electromagnetic arresting device, which applied precise damping force to achieve a soft landing and trigger mechanical locking. After the crew unloaded the cargo through the fast lane, confirmation was sent and received via the ship's interface. The entire process took approximately 22 minutes, and the dispatch center updated the mission status to "completed".

[0072] Through real-time path planning and multi-source data fusion at the port dispatch center 001, parallel processing of task analysis, customs clearance coordination, airspace application, and vehicle scheduling is achieved. Relying on electromagnetic catapult takeoff and high-speed UAV cross-sea direct delivery, intermediate transshipment and waiting links are completely avoided, compressing end-to-end logistics time to a small fraction of the traditional model, achieving a leapfrog improvement in cross-sea logistics efficiency, and providing technical support for scenarios such as port emergency delivery and high-value cargo express delivery. Real-time interaction between the UAV flight control system and ship motion prediction algorithms enables the aircraft to actively track moving targets; the terminal guidance phase integrates differential positioning and machine vision to achieve sub-meter-level relative positioning; the ship-based electromagnetic catapult arresting hub 004 compensates for ship roll in real time through a dynamic stabilization deck subsystem, and the electromagnetic arresting device adaptively adjusts the damping force field based on UAV approach parameters, thereby ensuring an extremely high success rate and safety of logistics terminal handover in complex marine environments, significantly reducing cargo damage and operational risks.

[0073] The port dispatch center 001, acting as the nerve center, deeply integrates multiple heterogeneous systems such as port operations, ship navigation, customs supervision, and meteorological services, enabling automatic data extraction and intelligent command distribution. The modular electromagnetic catapults of the shore-based electromagnetic catapult arresting hub 002 can adaptively adjust their output curves based on load and meteorological parameters, and the automated loading station is seamlessly connected to the port AGV system. The ship-based electromagnetic catapult arresting hub 004 is rapidly deployed in a containerized form. The entire process, from task creation, equipment preparation, flight execution to recovery confirmation, is completed under the autonomous scheduling and monitoring of the system, forming a highly standardized and scalable intelligent logistics pipeline. This not only greatly improves operational efficiency and consistency but also provides a complete technical paradigm and integration framework for the digital and automated upgrading of the port logistics system.

[0074] Optionally, please refer to Figure 8 , Figure 8 This is a block diagram illustrating an electronic device according to an embodiment of this application. The electronic device 100 may include a memory 111, a memory controller 112, a processor 113, a peripheral interface 114, an input / output unit 115, and a display unit 116. Those skilled in the art will understand that... Figure 8 The structure shown is for illustrative purposes only and does not limit the structure of the electronic device 100. For example, the electronic device 100 may also include components that are more... Figure 8 The more or fewer components shown, or having the same Figure 8 The different configurations shown.

[0075] The aforementioned memory 111, memory controller 112, processor 113, peripheral interface 114, input / output unit 115, and display unit 116 are electrically connected directly or indirectly to each other to achieve data transmission or interaction. For example, these components can be electrically connected to each other through one or more communication buses or signal lines. The aforementioned processor 113 is used to execute executable modules stored in the memory.

[0076] The memory 111 can be, but is not limited to, Random Access Memory (RAM), Read Only Memory (ROM), Programmable Read-Only Memory (PROM), Erasable Programmable Read-Only Memory (EPROM), Electrically Erasable Programmable Read-Only Memory (EEPROM), etc. The memory 111 stores programs, and the processor 113 executes these programs upon receiving execution instructions. The methods executed by the electronic device 100 as defined in any embodiment of this application can be applied to the processor 113, or implemented by the processor 113.

[0077] The aforementioned processor 113 may be an integrated circuit chip with signal processing capabilities. The processor 113 may be a general-purpose processor, including a Central Processing Unit (CPU), a Network Processor (NP), etc.; it may also be a digital signal processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor may be a microprocessor or any conventional processor.

[0078] The peripheral interface 114 described above couples various input / output devices to the processor 113 and the memory 111. In some embodiments, the peripheral interface 114, the processor 113, and the memory controller 112 can be implemented on a single chip. In other instances, they can be implemented on separate chips.

[0079] The input / output unit 115 described above is used to provide user input data. The input / output unit 115 may be, but is not limited to, a mouse and keyboard, etc.

[0080] The aforementioned display unit 116 provides an interactive interface (e.g., a user interface) between the electronic device 100 and the user, or displays image data for the user's reference. In this embodiment, the display unit can be a liquid crystal display (LCD) or a touch display. If it is a touch display, it can be a capacitive touchscreen or a resistive touchscreen that supports single-point and multi-point touch operations. Supporting single-point and multi-point touch operations means that the touch display can sense touch operations generated simultaneously from one or more locations on the touch display and pass the sensed touch operations to the processor for calculation and processing.

[0081] In summary, this application provides a logistics scheduling method, apparatus, electronic device, and computer-readable storage medium, relating to the field of logistics scheduling technology. The port scheduling center receives logistics transportation task instructions and generates a spatiotemporal path planning scheme based on multi-dimensional data fusion. A shore-based electromagnetic catapult and arresting gear hub enters a preparation state based on the logistics transportation task instructions and real-time environmental data, and adjusts the electromagnetic catapult parameters. The shore-based electromagnetic catapult and arresting gear hub includes an electromagnetic catapult. A transport unit docks with the electromagnetic catapult and takes off based on the adjusted catapult parameters. The transport unit flies along the spatiotemporal path planning scheme and corrects its trajectory based on the ship's dynamic trajectory, entering the final approach stage. The ship-based electromagnetic catapult and arresting gear hub activates the dynamic stabilization and electromagnetic arresting devices to complete the recovery of the transport unit. Through real-time path planning and multi-source data fusion in the intelligent dispatch center, parallel processing of task analysis, customs clearance coordination, airspace application, and vehicle scheduling is achieved. Relying on electromagnetic catapult takeoff and high-speed UAV direct delivery across the sea, intermediate transshipment and waiting links are completely avoided, compressing end-to-end logistics time to a small fraction of the traditional model, achieving a leapfrog improvement in cross-sea logistics efficiency. This solves the systemic problems of low timeliness, poor reliability, and insufficient automation in the port-to-ship cross-sea logistics process. Specifically, the traditional model relying on barge transfer and manual hoisting and handover suffers from numerous process steps, complex coordination, significant dependence on sea conditions and weather, and an inability to achieve rapid and accurate delivery. It cannot meet the minute-level response requirements of modern smart ports for emergency supplies and high-value cargo, nor can it adapt to the precise logistics requirements of mobile terminals in scenarios where ships are at sea or dynamically berthed.

[0082] In the several embodiments provided in this application, it should be understood that the disclosed device can also be implemented in other ways. The device embodiments described above are merely illustrative; for example, the block diagrams in the accompanying drawings illustrate the possible architecture, functions, and operations of the device according to various embodiments of this application. In this regard, each block in the block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagram, and combinations of block diagrams, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0083] In addition, the functional modules in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0084] If the aforementioned functions are implemented as software functional modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0085] The above description is merely an embodiment of this application and is not intended to limit the scope of protection of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application. It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0086] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

[0087] It should be noted that, in this document, relational terms such as "first" and "second" are used merely 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..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A logistics scheduling method, characterized in that, The method includes: The port dispatch center receives logistics transportation task instructions and generates a spatiotemporal path planning scheme based on multi-dimensional data fusion. The shore-based electromagnetic catapult arresting hub enters a preparation state based on the logistics transportation task instructions and real-time environmental data, and adjusts the electromagnetic catapult parameters; wherein, the shore-based electromagnetic catapult arresting hub includes an electromagnetic catapult. The transport unit docks with the electromagnetic catapult, and the transport unit takes off based on the adjusted catapult parameters; and the transport unit flies along the spatiotemporal path planning scheme, and makes track corrections according to the ship's dynamic trajectory, and enters the terminal approach phase; The ship-based electromagnetic catapult arresting hub activates the dynamic stabilization and electromagnetic arresting devices to complete the recovery of the transport unit.

2. The method according to claim 1, characterized in that, The process of receiving logistics transportation task instructions from the port dispatch center and generating a spatiotemporal path planning scheme based on multi-dimensional data fusion includes: Acquire scene data; wherein, the scene data includes data from port operating systems, automatic identification systems for ships, customs systems, maritime regulatory systems, and meteorological departments; A comprehensive spatiotemporal path model is constructed; wherein, the spatiotemporal path model is used to calculate the position of the transport unit at the next moment, including dynamic corrections, based on the current position and dynamic trajectory of the target ship, the current position and cruising speed of the transport unit, real-time meteorological data, and time step.

3. The method according to claim 2, characterized in that, The process of receiving logistics transportation task instructions from the port dispatch center and generating a spatiotemporal path planning scheme based on multi-dimensional data fusion also includes: Based on the motion relationship between the target vessel and the transport unit, the flight status of the transport unit is dynamically adjusted by an adjustment coefficient; The kinematic relationship between the target vessel and the transport unit includes the distance between the target vessel and the transport unit, the estimated flight time, and the speed of the target vessel.

4. The method according to claim 1, characterized in that, The shore-based electromagnetic catapult arresting mechanism enters a preparation state based on the logistics transportation task instructions and real-time environmental data, and adjusts the electromagnetic catapult parameters, including: The electromagnetic catapult of the shore-based electromagnetic catapult arresting hub dynamically calculates and adjusts the catapult acceleration curve based on environmental and fixed parameters in the logistics task. The environmental parameters include real-time wind speed and air density; the fixed parameters include the load parameters of the transport unit.

5. The method according to claim 4, characterized in that, The shore-based electromagnetic catapult arresting hub, upon entering a preparation state based on the logistics transportation task instructions and real-time environmental data, and adjusting the electromagnetic catapult parameters, also includes: Monitor the wind speed distribution in the takeoff area, calculate the average wind speed in the area, and correct the ejection acceleration curve.

6. The method according to claim 1, characterized in that, The process of loading and docking with the electromagnetic catapult by a transport unit, and taking off based on adjusted catapult parameters, includes: The electromagnetic catapult calculates the actual launch acceleration based on environmental and fixed parameters, and controls the launch process. The environmental parameters include real-time wind speed and air density; the fixed parameters include the mass of the transport unit and the output power of the catapult.

7. The method according to claim 1, characterized in that, The process of the transport unit flying along the spatiotemporal path planning scheme, and correcting its trajectory based on the ship's dynamic path, to enter the terminal approach phase includes: The dynamic stabilization deck subsystem of the ship-based electromagnetic catapult arresting hub calculates and applies hydraulic compensation force based on the ship's roll angle; The electromagnetic arresting device of the ship-based electromagnetic catapult arresting hub calculates and generates a suitable damping force field based on the approach speed and approach angle of the transport unit.

8. A logistics scheduling device, characterized in that, The device includes: a port dispatch center, a shore-based electromagnetic catapult arresting hub, a transport capacity unit, and a ship-based electromagnetic catapult arresting hub. The shore-based electromagnetic catapult arresting hub is communicatively connected to the port dispatch center, the ship-based electromagnetic catapult arresting hub is communicatively connected to the port dispatch center, and the transport unit is docked with the electromagnetic catapult. The port dispatch center is used to receive logistics transportation task instructions and generate spatiotemporal path planning schemes based on multi-dimensional data fusion. The shore-based electromagnetic catapult arresting hub is used to enter a ready state according to the logistics transportation task instructions and real-time environmental data, and to adjust the electromagnetic catapult parameters; wherein, the shore-based electromagnetic catapult arresting hub includes an electromagnetic catapult. The carrying capacity unit is used for takeoff based on the adjusted catapult parameters; and the carrying capacity unit is used to fly along the spatiotemporal path planning scheme, and to make track corrections according to the ship's dynamic trajectory, and enter the terminal approach phase; The ship-based electromagnetic catapult arresting hub is used to activate the dynamic stabilization and electromagnetic arresting devices to complete the recovery of the carrying capacity unit.

9. An electronic device, characterized in that, The electronic device includes a memory and a processor. The memory stores program instructions, and when the processor executes the program instructions, it performs the steps of the method according to any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer program instructions that, when executed by a processor, perform the steps of the method according to any one of claims 1-7.

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