Train carriage load mixed optimization loading method for multi-commodity piggyback transportation

Abstract

The application discloses a train carriage load mixing optimization loading method for multi-commodity combined transport of molten iron, relates to the technical field of combined transport loading scheduling, integrates multi-dimensional station and transportation basic data, builds a precise carriage loadable space model, generates a candidate scheme in combination with mixed loading rules of commodities, avoids safety hazards such as commodity pollution, corrosion and isolation, avoids excessive space limitation, and greatly improves the carriage space and load utilization rate. Meanwhile, through multi-mechanism comprehensive evaluation and iterative optimization, the carriage load balance, loading center of gravity and transverse unbalanced load are accurately controlled to meet the railway loading safety specifications. In addition, the unloading sequence of the commodity destination station is also considered to eliminate the problems of reverse loading and moving caused by commodity shielding, effectively improving the unloading operation efficiency at the station. Meanwhile, real-time checking and dynamic correction of the loading process are supported to ensure the implementation of the loading scheme, and the loading safety, transportation economy and on-site operation adaptability are considered.

Description

Technical Field

[0001] This application relates to the field of rail-water intermodal transport loading and scheduling technology, specifically to a method for mixed-load optimization loading of train carriages for multi-cargo rail-water intermodal transport. Background Technology

[0002] Intermodal rail-water transport is a comprehensive transportation mode that connects waterway and rail transport, typically involving multiple operational stages such as ship unloading, port storage, railway train organization, and unloading at the destination station. In scenarios where bulk cargo, containerized cargo, bagged cargo, palletized cargo, rolled materials, barrelled cargo, and other multi-category goods are shipped together at ports, loading train carriages requires consideration not only of the permissible load capacity and available volume of a single carriage, but also of the batches of goods originating from, the location of the storage yard, shipping time limits, the order of destination stations, the capacity of loading and unloading equipment, and the convenience of unloading en route. Therefore, the loading process for multi-cargo intermodal rail-water transport is essentially a mixed loading optimization problem under multiple cargo types, multiple carriages, and multiple constraints.

[0003] Current loading methods largely rely on manual experience or simple information-based loading rules, typically allocating cargo based on weight, volume, destination, or remaining capacity of the wagon. While this approach can match cargo to wagons to some extent, it fails to adequately consider factors such as cargo compatibility, cargo space occupancy, wagon bogie load, lateral load distribution, loading center of gravity height, and unloading path obstruction. Especially when multiple cargo types are mixed, some goods may have restrictions related to contamination, moisture absorption, corrosion, hazardous isolation, stacking pressure, or conflicting loading / unloading methods. Static judgment based solely on cargo categories can lead to excessive restrictions on mixed-cargo space, reducing wagon utilization; conversely, ignoring the risks of mixed-cargo loading can create safety hazards.

[0004] Furthermore, in multi-destination intermodal transport scenarios, goods destined for different stations may be loaded simultaneously in the same carriage. If goods unloaded first are obstructed by goods unloaded later, repeated handling, reloading, or temporary adjustments will be required during unloading en route, affecting the efficiency of railway arrival operations and potentially damaging the original reinforcement. Simultaneously, during the actual loading process, disturbances such as cargo weight deviations, volume deviations, loading position deviations, temporary cargo shortages, changes in carriage space, and limitations on loading and unloading equipment operations may occur, making it difficult to directly execute pre-generated loading plans. Therefore, the urgent technical problem to be solved is: how to generate a mixed-load optimization loading plan for train carriages that simultaneously considers cargo compatibility, three-dimensional space occupancy, carriage load balance, destination unloading accessibility, and on-site disturbance factors during multi-cargo rail-water intermodal transport loading, while meeting railway loading safety requirements, improving carriage utilization, reducing en route unloading and reloading, and supporting dynamic correction. Summary of the Invention

[0005] In order to solve the above-mentioned technical problems, this application proposes the following technical solution: In a first aspect, embodiments of this application provide a method for optimizing the loading of train car loads for multi-cargo rail-water intermodal transport, including: Acquire information on goods awaiting loading, carriages, transportation plans, and station operations in the rail-water intermodal transport scenario to form a basic dataset for subsequent mixed loading optimization calculations; Based on the aforementioned basic dataset, a loading space model is established for each carriage, and multiple candidate loading schemes are generated according to the mixed loading rules among multiple cargo types. After forming candidate mixed loading schemes, the candidate loading schemes are comprehensively evaluated and iteratively optimized based on a preset optimization mechanism to determine the final loading scheme; Based on the final loading plan, on-site loading operation instructions are generated, and verification and dynamic correction are performed during the actual loading process until a loading completion record that meets the loading safety and unloading requirements is output.

[0006] In one possible implementation, the acquisition of information on goods awaiting loading, carriage information, transportation plan information, and station operation information in the rail-water intermodal transport scenario forms a basic dataset for subsequent mixed loading optimization calculations, including: Register each type of cargo in the current loading batch, and establish cargo attribute information for each cargo unit. Read the ship unloading plan, port yard outbound plan, railway train dispatch plan and destination station unloading plan to determine the intermodal transport plan attribute information for each cargo unit; To determine the structural and load-bearing constraints of train cars, the following data is obtained for each car in the train to be loaded: car number, car type, maximum permissible load, effective loading volume, internal length, width and height of the car, floor bearing capacity, permissible off-center load range, permissible off-center weight range, bogie axle load limit, coupler longitudinal force limit, and whether the car is suitable for loading specific goods. Establish a cargo mixed-loading attribute table and a segregation measures table based on the cargo's attributes and loading / unloading requirements; Based on cargo dispatch time limits, destination station order, customer priority, vessel unloading completion time, yard pickup distance, cargo demurrage time, and wagon compatibility, a loading priority label is generated for each cargo unit.

[0007] In one possible implementation, based on the basic dataset, a loadable space model is established for each car, and multiple candidate loading schemes are generated according to the mixed loading rules among multiple cargo types, including: The effective loading area inside each car is divided into several loading zones; Based on the cargo's dimensions, weight, center of gravity height, packaging strength, and loading / unloading method, determine whether each cargo unit can be placed in a specific compartment. Based on the principles of prioritizing the same destination station, cargo compatibility, heavy and light cargo combination, space filling, and loading and unloading sequence, different types of cargo are combined into several initial mixed cargo combinations. The candidate loading status was verified by coupling three-dimensional space occupation and load balance, and several candidate loading schemes were initially determined. Based on the unloading sequence at the destination station, the candidate loading schemes are revised to obtain the final candidate mixed loading scheme.

[0008] In one possible implementation, the process of combining different types of goods into several initial mixed-cargo combinations according to the principles of prioritizing goods with the same destination, compatibility of goods, combination of heavy and light goods, space filling, and loading / unloading sequence includes: Establish a risk model for conflicts arising from mixed loading of goods, assuming the goods to be loaded are units of... and Both were arranged in the carriage. When mixed, the risk of conflict is as follows: in: and Let each represent a unit of cargo to be loaded. and Arranged in the carriage Inside, Indicates the number of mixed-item conflict attribute categories; Indicates goods With goods In the The original conflict strength on class attributes; This indicates that the two are in the carriage. The actual spatial distance within; Indicates the first The characteristic length of conflict risk that decreases with distance; Indicates that for the first The effectiveness coefficient of isolation measures taken in similar conflicts; This indicates that the isolation measures are effective for the first Sensitivity coefficient for conflict suppression; , Representing goods and goods The center of the loading height; Indicates the effective loading height of the carriage; Indicates the height difference relative to the first The amplification factor for class conflicts; Among them, the effectiveness coefficient of isolation measures Further defined as: in: Indicates the number and types of isolation measures that can be adopted; Indicates goods With goods Whether to adopt the first Various isolation measures; Indicates the first This type of isolation measure for the first The ability to mitigate the risk of conflict; If the following conditions are met: Then determine the goods With goods In the carriage If the conditions for controlled mixed loading are met, then both are prohibited from entering the same carriage or the same loading zone. For goods With goods The maximum permissible risk threshold for mixed packaging.

[0009] In one possible implementation, the candidate loading status is verified by coupling three-dimensional space occupancy and load balance, and multiple candidate loading schemes are initially determined, including: For any two goods loaded into the same carriage and Its non-overlapping constraints are expressed as: And satisfy: Non-overlapping constraints are set in the same way for the width and height directions.

[0010] in: , , , , , As a variable for determining relative position, Indicates goods In the carriage Position along the length direction Indicates goods In the carriage Position along the length direction Indicates goods Loaded towards Adjusted length Indicates goods Loaded towards Adjusted length Indicates goods With goods The required safety clearance between them It is a sufficiently large constant; car The total load mass is: The center of gravity of the loaded carriage is: in: Indicates the quality of goods. Indicates goods In the carriage Position in the width direction Indicates goods In the carriage Position in the vertical direction, Indicates the total quantity of goods. Indicates the longitudinal center of gravity of the carriage. Indicates the lateral center of gravity of the carriage. Indicates the center of gravity in the height direction of the carriage; Assume the support positions of the front and rear bogies of the car body are respectively and Then the loads on the front and rear bogies are: And satisfy: Furthermore, the lateral off-center load check is as follows: The height center of gravity check is as follows: in: It is the acceleration due to gravity. Indicates the load-bearing capacity of the front bogie; Indicates the load-bearing capacity of the rear bogie; This indicates that a difference in weight distribution between the beginning and end is permissible; Indicates the permissible center of gravity height of the carriage; This indicates that the carriage is allowed to deviate laterally from the boundary. If any constraint is not met, the mixed loading combination will be split, replaced, reordered, or a new isolation measure will be selected; if the basic constraints are met, it will be retained as a candidate loading scheme.

[0011] In one possible implementation, the step of modifying the candidate loading schemes based on the unloading sequence at the destination station to obtain the final candidate mixed loading scheme includes: Let the goods The unloading sequence at the destination station is as follows The smaller the value, the earlier the unloading. Let the goods The space required for unloading from the vehicle door or lifting port is ,goods The space occupied in the carriage is ; goods For goods The degree of occlusion is defined as: in: Indicates goods For goods The degree of obstruction during unloading; Indicates when goods Earlier than the goods Take 1 when unloading, otherwise take 0; Represents spatial volume, To prevent extremely small positive numbers with a denominator of zero, This is used to reflect that the heavier the goods being moved, the higher the cost of shielding them. Further define the goods The accessibility for unloading is: in: Indicates goods Accessibility for unloading Indicates goods Path depth to the nearest unloading point Indicates goods The lifting or handling height, Indicates the length of the carriage. Indicates the height of the carriage; Set the unloading accessibility constraint as follows: in: (κi) represents the minimum accessibility requirement under different unloading sequences. The earlier the goods are unloaded, the higher the minimum accessibility requirement.

[0012] In one possible implementation, after forming candidate mixed loading schemes, the step of comprehensively evaluating and iteratively optimizing the candidate loading schemes based on a preset optimization mechanism to determine the final loading scheme includes: For each candidate loading scheme, calculate its satisfaction with the cargo compartment load utilization, volume utilization, center of gravity stability, unloading accessibility, and mixed loading safety. A candidate elimination criterion is set to screen candidate loading schemes for safety reasons. For candidate solutions that are not eliminated, the cargo positions inside the carriage are iteratively adjusted. When adjustments to the interior of a single carriage cannot further improve the loading effect, cargo can be exchanged between adjacent carriages or within the same train to improve the loading balance of the entire train. Finally, robust minimum satisfaction optimization was used to determine the final vehicle installation plan.

[0013] In one possible implementation, the step of calculating the satisfaction levels of cargo compartment load utilization, volume utilization, center of gravity stability, unloading accessibility, and mixed-loading safety for each candidate loading scheme includes: car The satisfaction rate with load-bearing capacity utilization is: in: Indicates satisfaction with load-bearing capacity utilization; Indicates the target load weight; , These represent the maximum allowable load weight and the minimum economical load weight of the carriage, respectively. car The satisfaction rate with the utilization of the floor space is: in: Indicates satisfaction with the utilization of floor space; Indicates goods Volume; Indicates the effective loading volume of the carriage; car The satisfaction level for center of gravity stability is: in: Indicates a stable center of gravity and satisfaction level; , , Indicates the ideal center of gravity position of the carriage; , , These represent the allowable center of gravity offset in the longitudinal, lateral, and vertical directions, respectively. car The satisfaction level of unloading is: in: This indicates that the unloading process is satisfactory; Indicates goods In the carriage Accessibility for unloading in the middle; car The safety satisfaction rate for mixed packaging is: in: Indicates satisfaction with safety during mixed loading; Indicates goods With goods In the carriage Risk of conflicts arising from mixed packaging.

[0014] In one possible implementation, the final determination of the vehicle installation scheme using robust minimum satisfaction optimization includes: Final loading plan Determined through the following model: satisfy: in: This indicates the loading plan, including cargo allocation, car numbering, loading location, loading orientation, stacking levels, and segregation measures. This indicates the final loading plan. This represents the minimum satisfaction level for the entire train. Indicates uncertain disturbance parameters. Represents the set of disturbance parameters. This indicates the collection of wagons to be loaded; When the candidate solution no longer shows significant improvement after multiple rounds of adjustments, or has reached the preset loading schedule time requirement, the solution that satisfies the above robust minimum satisfaction model is selected as the final loading solution.

[0015] In one possible implementation, the step of generating on-site loading operation instructions based on the final loading plan, and verifying and dynamically correcting them during the actual loading process, until a loading completion record that meets loading safety and unloading requirements is output, includes: Based on the final loading plan, generate loading operation instructions for each wagon, specifying the cargo number, source yard location, loading sequence, loading location, loading orientation, stacking level, isolation measures, and reinforcement measures for each wagon; According to the loading instructions for the compartments, on-site loading is carried out in sequence, including cargo retrieval, compartment positioning and loading, layer stacking, cargo isolation and loading reinforcement. Collect actual loading status data, which includes actual loading weight, actual loading position, actual stacking height, actual isolation measures status, and actual reinforcement status; Determine whether the actual loading condition meets the requirements for loading safety and unloading operations; When the actual loading status does not meet the verification requirements, a local dynamic correction is performed based on the currently loaded goods, unloaded goods, remaining car space, and loading time window, and a loading completion record is output after the verification requirements are met.

[0016] In this embodiment, multi-dimensional station and transportation data are integrated to build a precise model of the loadable space in the wagons. Candidate solutions are generated by combining mixed-cargo loading rules, solving the problems of one-sidedness and rigid mixed-cargo judgment in traditional manual loading rules. This avoids safety hazards such as cargo contamination, corrosion, and isolation, while also preventing excessive space restrictions, significantly improving the utilization rate of wagon space and load capacity. Simultaneously, through comprehensive evaluation and iterative optimization using multiple mechanisms, the load balance, loading center of gravity, and lateral load distribution in the wagons are precisely controlled to meet railway loading safety standards. Furthermore, this application considers the unloading sequence at the destination station, eliminating problems of reversing and relocation caused by cargo obstruction, effectively improving the efficiency of unloading operations at the station. It also supports real-time verification and dynamic correction during the loading process, ensuring the loading plan is implemented effectively, balancing loading safety, transportation economy, and on-site operational adaptability. Attached Figure Description

[0017] Figure 1 A schematic diagram of a multi-cargo rail-water intermodal loading optimization system provided in this application embodiment; Figure 2 A schematic diagram of a method for optimizing the loading of train car loads for multi-cargo rail-water intermodal transport provided in this application embodiment; Figure 3 This is a schematic diagram of the three-dimensional spatial partitioning and mixed-loading layout of the carriage provided in the embodiments of this application; Figure 4 A schematic diagram illustrating the unloading path obstruction and accessibility analysis provided in an embodiment of this application; Figure 5 The robust minimum satisfaction optimization iterative curve provided for the embodiments of this application; Figure 6 The image shows a comparison of the loading effects before and after optimization, as provided in the embodiments of this application. Detailed Implementation

[0018] The present solution will now be described in conjunction with the accompanying drawings and specific embodiments.

[0019] like Figure 1 As shown, the ship unloading area, port yard, transportation planning system, carriage information system and on-site verification system respectively input cargo attribute information, transportation planning information, carriage information, yard and unloading operation information to the loading optimization processing unit. After calculating the risk of mixed loading conflicts, verifying the three-dimensional space and load balance, analyzing the unloading accessibility and optimizing the robust minimum satisfaction, the loading optimization processing unit outputs the loading plan and feeds back the on-site verification results to the dynamic correction module.

[0020] Based on the above optimized system, see Figure 2 The method for optimizing loading of train car loads for multi-cargo rail-water intermodal transport provided in this embodiment includes: S101: Obtain information on goods awaiting loading, carriages, transportation plans, and station operations in the rail-water intermodal transport scenario to form a basic dataset for subsequent mixed loading optimization calculations.

[0021] This example illustrates a multi-cargo loading task at a port's rail-water intermodal transport terminal. The terminal receives various types of cargo from ship unloading areas and port storage yards, including bagged mineral powder, palletized building materials, boxed machinery parts, rolled materials, barrelled chemical raw materials, and containerized loose cargo. These goods need to be loaded into multiple railway freight cars and transported by rail to different destination stations. Due to differences in cargo type, weight, volume, destination, loading and unloading methods, and mixed loading restrictions, relying solely on manual experience for loading can easily lead to problems such as insufficient utilization of car space, uneven distribution of heavy cargo, obstruction of unloading en route, accidental mixing of restricted mixed cargo, and uneven loading or weight distribution within the car cars.

[0022] First, data is collected on the cargo to be loaded, the wagon, the transportation plan, and the on-site operating conditions. For each cargo unit to be loaded... Cargo attributes are obtained through port yard management systems, electronic scales, 3D scanning equipment, RFID tags, manual data entry terminals, or customs declaration / bill of lading information. Cargo attributes include cargo quality, volume, dimensions, packaging form, compression resistance rating, hazard category, moisture protection requirements, pollution protection requirements, stacking restrictions, and loading and unloading methods.

[0023] For goods Establish cargo attribute vectors: in, For goods The quality can be obtained from the electronic scale or the packing list. The volume of the cargo can be obtained through 3D scanning or calculated from the cargo's length, width, and height. , , These are the length, width, and height of the cargo, respectively. According to the category of goods, such as mineral powder, building materials, machinery parts, chemicals or containerized goods, Properties such as hazardous, polluting, hygroscopic, corrosive, or flammable. For stress resistance and stacking properties, This refers to the loading and unloading method, such as forklift loading and unloading, hoisting, manual assisted loading and unloading, or loading and unloading using conveyor equipment.

[0024] In this embodiment, if the goods are in a regular box, then =liwihi, if the goods are rolls, drums, or irregularly shaped items, first determine the loading space size using the smallest circumscribed cuboid, and then record the actual cargo volume and loading space volume separately for subsequent space occupancy and volume utilization calculations.

[0025] For each cargo unit The system extracts transportation plan attributes from ship unloading plans, port yard outbound plans, railway train plans, and destination station unloading plans. These attributes include the source vessel, yard location, required departure time, destination station, unloading sequence en route, and departure priority.

[0026] Establish a transportation plan attribute vector: in, Indicates the vessel or batch from which the goods originated. Indicates the location of goods in the port yard. Indicates the required shipping time for the goods. Indicates the railway destination station. This indicates the order in which goods are unloaded; a smaller value indicates earlier unloading. Indicates the priority of cargo shipment.

[0027] For example, if goods Unloading at the first intermediate station will be set up =1, if goods Unloading at the second intermediate station will be set up =2. In the subsequent unloading path occlusion analysis, if Then the goods Possible impact on goods The unloading path is obstructed.

[0028] For each carriage in the train to be loaded It obtains information such as car body type, effective loading length, effective loading width, effective loading height, maximum permissible load, effective volume, floor bearing capacity, front and rear bogie support positions, permissible off-center load range, and types of cargo that can be loaded.

[0029] Establish a set of carriage parameters: in, Indicates the maximum allowable load of the carriage. Indicates the effective loading volume of the carriage. , , These represent the effective length, width, and height of the carriage interior, respectively. , These represent the maximum permissible loads of the front and rear bogies, respectively. Indicates the allowable load difference between the front and rear bogies. This indicates the allowable offset distance of the lateral center of gravity.

[0030] like Figure 3 As shown, a three-dimensional coordinate system is established inside the carriage. The interior of the carriage is divided longitudinally into a front section, a middle section, and a rear section, and vertically into a bottom section, a middle section, and an upper section. Heavy cargo area, light cargo area, and priority unloading area are set up according to the weight of the goods and the unloading sequence. Figure 3 The loading center of gravity is used to indicate the overall center of gravity position after the current weight distribution of the cargo in the car body. The front bogie and rear bogie are used to check the load balance between the front and rear of the car body.

[0031] Preferably, the coordinate origin is taken as the front end and left bottom corner of the carriage, and an axis (u) is established along the length of the carriage, an axis (v) along the width of the carriage, and an axis (w) along the height of the carriage. (Cargo) In the carriage The center coordinates within are represented as: in, Indicates the position of the cargo center along the length of the carriage. Indicates the position of the cargo center along the width of the carriage. Indicates the position of the cargo center in the vertical direction.

[0032] For potential conflicts arising from mixed loading of different goods, this embodiment classifies conflict attributes into multiple categories, including but not limited to: odor pollution, dust pollution, moisture absorption pollution, corrosive effects, hazardous materials isolation, stacking pressure, loading and unloading method conflicts, and unloading conflicts en route.

[0033] For each pair of goods and Establish the original conflict intensity .in, Indicates the first Mixed shipment conflict attribute. If goods and goods If they are fully compatible in a certain attribute, then It can be set to 0 or close to 0. If there is a risk of restricting mixing of the two, then... It can be set to 0.3 to 0.8. If, in principle, the two are prohibited from being directly mixed, then... It can be set to 0.8 to 1.

[0034] At the same time, an isolation measures table should be established. Isolation measures include partitions, wooden blocks, pallets, tarpaulins, moisture-proof film, cushioning layers, individual packaging, compartmentalized isolation, and reserved space. For the first... Such isolation measures in the first Class conflict suppression capability setting parameters For example, moisture-proof membranes have a high ability to suppress moisture absorption, partitions have a high ability to suppress the diffusion of dust or odors, and buffer layers have a high ability to suppress pressure on fragile goods.

[0035] Based on cargo dispatch time limits, destination station sequence, customer priority, yard pickup routes, and wagon compatibility, a loading priority label is generated for each cargo unit. Priority labels include those for urgent shipments, same-station consolidation, heavy cargo at the bottom, light cargo on top, fragile cargo protection, restricted mixed loading, priority unloading, and last-mile unloading. This data collectively constitutes the basic dataset for multi-cargo intermodal rail-water transport loading in this embodiment.

[0036] S102, Based on the aforementioned basic dataset, establish a loadable space model for each carriage, and generate multiple candidate loading schemes according to the mixed loading rules among multiple cargo types.

[0037] like Figure 3 As shown, each carriage is divided into a front, middle, and rear section along its length; a bottom, middle, and upper section along its height; and a left, middle, and right section along its width. For stackable goods, three-dimensional zones are constructed according to the goods' size and stacking restrictions. For non-stackable goods, they are only allowed to occupy the bottom section or an independent zone. For oversized, overweight, or extra-long goods, independent storage areas are established.

[0038] goods Loaded towards The adjusted length, width, and height are denoted as follows: in, Indicates the orientation of the cargo loading. For regular container cargo, You can choose from six allowed cuboid placement orientations. For goods that are not allowed to be inverted or placed on their side, the number of available orientations will be reduced according to the goods packaging markings.

[0039] Whether the goods were assigned to the carriages Use of variables: For each cargo unit, determine whether it is suitable for placement in the designated car and designated location. The determination rules include: First, the dimensions of the goods must not exceed the available space in the corresponding location.

[0040] Second, the weight of the cargo must not exceed the local load-bearing capacity of the carriage floor.

[0041] Third, heavy cargo should be prioritized for placement in the lower level and near the longitudinal center of the carriage.

[0042] Fourth, light cargo and cargo with lower pressure resistance should be preferentially arranged in the upper layer or unpressurized area.

[0043] Fifth, priority should be given to arranging unloaded goods near the ends of the carriage, doors, or hoisting openings, such as... Figure 3 The priority unloading area is shown in the diagram.

[0044] Sixth, restrictions must be placed on the separation distance or isolation measures between mixed cargoes.

[0045] When generating the initial mixed cargo combination, this embodiment does not use a simple "allow / prohibit" static rule, but uses a composite mixed cargo conflict risk model to dynamically judge the restricted mixed cargo.

[0046] Let the goods and goods They were simultaneously arranged in the carriage When mixed, the risk of conflict is as follows: in, Indicates goods and goods In the carriage Internal compounding and mixing conflict risks, Indicates the number of mixed-item conflict categories. Indicates the first Goods under class conflict attributes With goods The original conflict intensity, Indicates goods With goods In the carriage The actual spatial distance within, Indicates the first The characteristic length of conflict risk attenuation with spatial distance This represents the effectiveness coefficient of isolation after isolation measures have been implemented. This indicates that the isolation measures are effective for the first Sensitivity coefficient for conflict suppression and Representing goods and goods The center of the loading height, Indicates the effective loading height of the carriage. Indicates the height difference relative to the first The amplification factor for class conflicts.

[0047] in, The shortest distance between the circumscribed spacers of the cargo can be used for calculation. For two rectangular cargo occupies space, if their center coordinates are respectively... and Then, the gaps in the length, width, and height directions can be calculated separately: but: When two goods come into contact with each other =0, the risk of conflict does not decrease with distance; as the distance between the two increases, the exponential term... A decrease in / λq indicates that the risk of conflict decreases with spatial distance.

[0048] Isolation effectiveness coefficient Calculate as follows: in, Indicates the types and quantities of quarantine measures. Indicates goods With goods Whether to adopt the first The number of isolation measures is 1 if adopted, and 0 if not adopted. Indicates the first This type of isolation measure for the first The ability to mitigate the risk of conflict.

[0049] For example, if goods For goods that are prone to absorbing moisture, For goods with high moisture content, they fall under the hygroscopic conflict category. The height is relatively high; if both a moisture-proof membrane and a partition are installed between the two, then the corresponding... Both are 1. Increased risk of eventual mixed loading conflicts reduce.

[0050] When the following conditions are met: At that time, determine the goods and goods In the carriage The internal conditions meet the requirements for controlled mixed loading. Among them, For goods and goods The maximum permissible risk threshold for mixed loading. For goods with general restrictions on mixed loading, The setting can be set higher for hazardous materials, food, or highly polluting goods. The settings are low.

[0051] This model allows for the inclusion of mixed cargo in candidate mixed-cargo schemes even when sufficient isolation measures are taken, sufficient distance is maintained, or the cargo is located at different heights, thereby improving the utilization rate of the cargo compartment space.

[0052] For any two goods in the same carriage and It is necessary to avoid overlapping space occupation. This embodiment uses six-directional relative position determination variables: Representing goods Is it located in the cargo area? The front, rear, left, right, above, or below. For goods loaded into the same compartment, there should be effective separation in at least one direction: And satisfy: The width and height directions are set similarly.

[0053] in, Indicates goods With goods The required safety clearance between items can be determined based on the type of cargo packaging, loading and unloading methods, and isolation requirements. It is a sufficiently large constant to relax the constraint when the corresponding relative position variable is not selected.

[0054] In actual solution, to avoid The product term in xjc increases computational complexity, but auxiliary variables can also be introduced. ,in =1 indicates goods and goods Simultaneously loaded into the carriage And through linear constraints to make and , Maintain consistency.

[0055] like Figure 3 As shown, the distribution of cargo within the carriage not only affects space utilization but also the loading center of gravity, the load on the front and rear bogies, and the lateral off-center load. This embodiment performs load balance verification for each candidate scheme.

[0056] car The total load mass is: And require: The center of gravity of the loaded carriage is: in, As the longitudinal center of gravity, As the lateral center of gravity, The center of gravity is in the vertical direction.

[0057] Assume the support position of the front bogie of the carriage is The rear bogie support position is Then the loads on the front and rear bogies are: Where g is the acceleration due to gravity. In engineering approximations using units of mass, it can also be... Replace 'g' with the cargo weight measurement value.

[0058] The load requirements for the front and rear bogies should be met: Lateral off-center load check is as follows: The height center of gravity check is as follows: in, Indicates the permissible center of gravity height of the carriage. This indicates the permissible lateral offset boundary of the carriage. This formula means that as the lateral offset increases, the permissible center of gravity height should be correspondingly reduced to improve operational stability.

[0059] In addition, for heavy or concentrated load cargo, further localized pressure testing of the floor plate can be performed. (Assuming the cargo...) The contact area with the floor of the carriage is The allowable local pressure on the floor of the carriage is ,but: If this is not met, additional pads, trays, or reinforcing beams are needed to increase the load-bearing area.

[0060] like Figure 4 As shown, the unloading route for mixed loading at multiple destination stations is analyzed. Let the cargo... The unloading sequence at the destination station is as follows ,goods The unloading sequence at the destination station is as follows .when At that time, goods The goods need to be unloaded first. Unload later. If the goods Located in the cargo On the unloading route, the goods Possible impact on goods It causes occlusion.

[0061] like Figure 4 As shown, the goods The path space from the unloading port at the end of the carriage is defined as ,goods The space occupied in the carriage is defined as .goods For goods The degree of occlusion is: in, Indicates the degree of occlusion. For the indicator function, when the goods Earlier than the goods Take 1 when unloading, otherwise take 0. Indicates the unloading path space and cargo The overlapping volume of the occupied space, Indicates goods The space occupied, It is a very small positive number. This is used to reflect that the heavier the goods being moved, the higher the cost of shielding them.

[0062] in, It can be determined in the following ways: by goods The external occupant is taken as the starting body, and it is moved horizontally along the nearest unloading port to the outside of the truck bed. The space swept by the occupant during this movement is the unloading path space. For goods unloaded by forklifts, It also includes the auxiliary space required for the forklift arms to enter and turn, for lifting goods. It also includes space for vertical lifting and horizontal movement of the lifting equipment.

[0063] Further define the goods The accessibility for unloading is: in, Indicates goods Accessibility for unloading Indicates goods Path depth to the nearest unloading point Indicates goods The lifting or handling height. The more severe the obstruction, the further inside the goods are, and the higher the lifting height, the more... The lower.

[0064] Set the unloading accessibility constraint as follows: in, (κi) represents the minimum accessibility requirement under different unloading sequences. For goods unloaded at the first station, It can be set higher for goods unloaded at the final station. It can be appropriately reduced.

[0065] If a certain candidate solution results in the goods being unloaded first... If the value is below the threshold, the candidate solution will be repositioned, either by moving the first unloaded goods to a location near the door, the end of the compartment, or the passageway, or by moving the last unloaded goods to a location that will not obstruct the unloading path.

[0066] S103, after forming candidate mixed loading schemes, the candidate loading schemes are comprehensively evaluated and iteratively optimized based on a preset optimization mechanism to determine the final loading scheme.

[0067] For each carriage The satisfaction levels for load utilization, volume utilization, center of gravity stability, unloading accessibility, and mixed loading safety were calculated.

[0068] Satisfaction with load-bearing capacity utilization is: in, The target load weight is usually a safe percentage of the maximum permissible load of the carriage. This is the minimum economic load weight. When the actual load weight is close to the target load weight... Satisfaction is relatively high, but decreases when the carriage is significantly underloaded or close to overloaded.

[0069] Satisfaction with floor space utilization is: This formula indicates that the higher the utilization rate of the carriage volume, the better. The closer it gets to 1, the slower its growth trend becomes, so avoid simply pursuing filling the volume while ignoring safety and ease of unloading.

[0070] The satisfaction level for center of gravity stability is: in, , , The ideal center of gravity position is defined by this formula. Because this formula uses a fourth-power penalty, the penalty is lighter when the center of gravity shift is small, but increases rapidly when the center of gravity approaches or exceeds the allowable range.

[0071] The satisfaction level for unloading is: This formula uses a geometric mean, which means that if the unloading accessibility of any key cargo is too low, the unloading accessibility satisfaction of the entire wagon will be significantly reduced.

[0072] The safety satisfaction rate for mixed packaging is: This formula indicates that the risk of mixing any pair of goods within the cargo compartment will affect the overall vehicle's safety satisfaction with mixed loading. If a high-risk mixed loading combination exists, then... Significantly reduced.

[0073] Since there may be errors in cargo weight, volume, temporary shortage of goods, changes in available space in the carriage, and deviations in loading position during the actual loading process, this embodiment uses a robust minimum satisfaction optimization model to determine the final loading scheme.

[0074] Final loading plan Determined through the following model: satisfy: in, This indicates the loading plan, including cargo allocation, car numbering, loading location, loading orientation, stacking levels, and segregation measures. For the final vehicle assembly plan, To achieve the minimum satisfaction level for the entire train, For the disturbance parameters, For the set of disturbance parameters, Assemble the carriages to be loaded.

[0075] The set of disturbance parameters is as follows: in, Indicates the error in the weight of the goods. Indicates the volume error of the goods. This indicates the actual deviation of the goods' location. This indicates the allowable weight perturbation percentage. Indicates the allowable volume perturbation ratio. Indicates the permissible disturbance radius at the location.

[0076] In this embodiment, It can be determined based on the accuracy of cargo weighing or the batch error of cargo. It can be determined based on the accuracy of the dimensional scanning or the extent of packaging expansion and deformation. It can be determined based on the positioning accuracy of loading and unloading equipment, the error of manual loading, and the method of securing the goods.

[0077] This model does not aim for the highest possible single metric, but rather aims to minimize the worst-case satisfaction rate under conditions of all carriages, all key metrics, and all permissible disturbances. To maximize the efficiency and thus achieve a more robust vehicle assembly solution.

[0078] like Figure 5As shown, after the initial plan is formed, the first step is to adjust the interior of the wagon. The interior adjustments include: moving heavy cargo from the end of the wagon to a position closer to the longitudinal center; moving high-density cargo from the upper layer to the lower layer; moving fragile cargo to a non-pressurized area; moving cargo that is to be unloaded first to a position closer to the unloading port or the priority unloading area; increasing the distance between highly mixed and conflicting cargoes; or adding partitions, pads, moisture-proof films, or buffer layers between them.

[0079] Recalculate after each adjustment. , , , , , , And various satisfaction indicators. If the minimum satisfaction level for the entire train is adjusted... If the adjustment is improved and no safety constraints are triggered, retain the adjustment; otherwise, revert the adjustment.

[0080] When the adjustment within a single carriage can no longer be increased... During this period, inter-carriage exchanges are conducted. Inter-carriage exchanges include: exchanging light cargo in low-load-capacity carriages with some heavy cargo in high-load-capacity carriages; concentrating cargo destined for the same station that is scattered across multiple carriages into the same carriage or adjacent carriages; transferring cargo that causes lateral or longitudinal imbalance in a carriage to another carriage; and adjusting cargo that affects the unloading lane for cargo to be unloaded laterally to other carriages.

[0081] Each time the two carriages are exchanged, the spatial non-overlap verification, mixed loading conflict risk verification, load balance verification, and unloading accessibility verification are performed again.

[0082] like Figure 5 As shown, after adjustments within the carriage and exchanges between carriages, the minimum satisfaction level is... Gradually increasing. During multiple consecutive iterations... If the improvement is less than the preset convergence threshold, or if the number of iterations reaches the preset upper limit, the robust optimization is considered to have converged.

[0083] The final loading plan includes: a cargo list for each car, the car number for each cargo, and the center coordinates of each cargo within the car. The loading direction of each cargo The stacking level of each item, the isolation measures between items, the loading sequence, the unloading sequence en route, the reinforcement method, and the abnormal handling prompts.

[0084] like Figure 6 As shown, by adopting the method of this embodiment, the load utilization rate, volume utilization rate, center of gravity stability, unloading efficiency and mixed loading safety can be comprehensively improved. Figure 6Before optimization, the loading scheme corresponds to manual experience; after optimization, it corresponds to the loading scheme optimized by robust minimum satisfaction in this embodiment.

[0085] S104. Generate on-site loading operation instructions based on the final loading plan, and perform verification and dynamic correction during the actual loading process until a loading completion record that meets the loading safety and unloading requirements is output.

[0086] The system generates a loading task sheet for each wagon based on the final loading plan. The task sheet includes the wagon number, cargo number, cargo name, yard location, recommended loading sequence, recommended loading location, loading orientation, stacking level, isolation measures, reinforcement measures, and safety precautions.

[0087] For example, for Figure 3 For cargo D located in the bottom section, the task order can be marked as heavy cargo priority loading and it is required to be arranged in the middle bottom section of the car. For cargo A located near the end of the car, the task order can be marked as priority unloading cargo and it is required to keep its unloading path unobstructed.

[0088] On-site personnel, forklifts, hoisting equipment, or automated loading and unloading equipment shall carry out loading according to the task order. Preferably, the bottom layer of heavy goods shall be loaded first, followed by the middle layer of general goods, and finally the top layer of light goods and goods that are given priority for unloading. For goods that are restricted from being mixed, partitions, tarpaulins, moisture-proof films, wooden blocks, or cushioning materials shall be placed simultaneously during the loading process.

[0089] During or after loading, the actual loading status is collected using weighbridges, vehicle-mounted weighing equipment, 3D scanning equipment, visual recognition equipment, RFID reading equipment, and manual verification terminals. The collected data includes actual loaded weight, actual loading coordinates, cargo stacking height, isolation measures status, reinforcement status, front and rear load status, and lateral off-center load status.

[0090] Substitute the actual collected data into the models in steps S1022 and S103 to recalculate the mixed loading conflict risk, load balance state, unloading accessibility, and minimum satisfaction. If all constraints are satisfied, the loading of the wagon is confirmed to be complete.

[0091] If there is a deviation between the actual loading status and the planned status, dynamic correction will be initiated. Deviation situations include: the actual weight of the goods exceeds the registered weight, the external dimensions of the goods are inconsistent with the registered dimensions, there is a temporary shortage of goods or the batch is changed, part of the cargo compartment is occupied, loading and unloading equipment cannot operate along the original route, isolation measures cannot be set up as planned, and deviations in the actual loading position cause the center of gravity or off-center loading to exceed the limits.

[0092] Dynamic corrections are prioritized within the affected car cars. This includes, for example, moving cargo towards the center of the car, adjusting stacking levels, increasing separation distances, or adding insulating materials. If internal corrections still cannot meet the constraints, cargo is exchanged between adjacent cars. If exchanging cargo between adjacent cars still fails to meet the requirements, the cargo is moved to a spare car or a subsequent train. During dynamic corrections, cars that have already been completed and passed safety checks are generally not reopened for loading to minimize repeated handling and disruptions to on-site operations.

[0093] Once the entire train is loaded, the system outputs a loading completion record. This record includes the actual loaded weight of each car, cargo list, cargo coordinates, loading center of gravity, front and rear bogie loads, lateral off-center load value, mixed loading risk verification results, unloading accessibility verification results, isolation measures, reinforcement measures, anomaly correction records, and shipment confirmation time.

[0094] The loading completion record can be simultaneously sent to the railway transportation management system, port operation management system, and destination station unloading management system for transportation tracking, unloading en route, responsibility tracing, and loading quality evaluation.

[0095] In this application embodiment, "at least one" refers to one or more, and "more than one" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent the existence of A alone, the simultaneous existence of A and B, or the existence of B alone. A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one of the following" and similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, and c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple.

[0096] The above description is merely a specific embodiment of this application. Any variations 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 protection scope of this application. The protection scope of this application should be determined by the protection scope of the claims.

Claims

1. A method for optimizing loading of train car loads in multimodal rail-water intermodal transport, characterized in that, include: Acquire information on goods awaiting loading, carriages, transportation plans, and station operations in the rail-water intermodal transport scenario to form a basic dataset for subsequent mixed loading optimization calculations; Based on the aforementioned basic dataset, a loading space model is established for each carriage, and multiple candidate loading schemes are generated according to the mixed loading rules among multiple cargo types. After forming candidate mixed loading schemes, the candidate loading schemes are comprehensively evaluated and iteratively optimized based on a preset optimization mechanism to determine the final loading scheme; Based on the final loading plan, on-site loading operation instructions are generated, and verification and dynamic correction are performed during the actual loading process until a loading completion record that meets the loading safety and unloading requirements is output.

2. The method for optimizing loading of train car loads for multi-cargo rail-water intermodal transport according to claim 1, characterized in that, The acquisition of information on goods awaiting loading, wagon information, transportation plan information, and station operation information in the rail-water intermodal transport scenario forms the basic dataset for subsequent mixed loading optimization calculations, including: Register each type of cargo in the current loading batch, and establish cargo attribute information for each cargo unit. Read the ship unloading plan, port yard outbound plan, railway train dispatch plan and destination station unloading plan to determine the intermodal transport plan attribute information for each cargo unit; To determine the structural and load-bearing constraints of train cars, the following data is obtained for each car in the train to be loaded: car number, car type, maximum permissible load, effective loading volume, internal length, width and height of the car, floor bearing capacity, permissible off-center load range, permissible off-center weight range, bogie axle load limit, coupler longitudinal force limit, and whether the car is suitable for loading specific goods. Establish a cargo mixed-loading attribute table and a segregation measures table based on the cargo's attributes and loading / unloading requirements; Based on cargo dispatch time limits, destination station order, customer priority, vessel unloading completion time, yard pickup distance, cargo demurrage time, and wagon compatibility, a loading priority label is generated for each cargo unit.

3. The method for optimizing loading of train car loads for multi-cargo rail-water intermodal transport according to claim 1, characterized in that, Based on the aforementioned basic dataset, a loadable space model is established for each carriage, and multiple candidate loading schemes are generated according to the mixed loading rules among multiple cargo types, including: The effective loading area inside each car is divided into several loading zones; Based on the cargo's dimensions, weight, center of gravity height, packaging strength, and loading / unloading method, determine whether each cargo unit can be placed in a specific compartment. Based on the principles of prioritizing the same destination station, cargo compatibility, heavy and light cargo combination, space filling, and loading and unloading sequence, different types of cargo are combined into several initial mixed cargo combinations. The candidate loading status was verified by coupling three-dimensional space occupation and load balance, and several candidate loading schemes were initially determined. Based on the unloading sequence at the destination station, the candidate loading schemes are revised to obtain the final candidate mixed loading scheme.

4. The method for optimizing loading of train car loads for multi-cargo rail-water intermodal transport according to claim 3, characterized in that, The process involves combining different types of cargo into several initial mixed-cargo combinations based on the principles of prioritizing destination station compatibility, cargo compatibility, heavy-light mix, space utilization, and loading / unloading sequence. These combinations include: Establish a risk model for conflicts arising from mixed loading of goods, assuming the goods to be loaded are units of... and Both were arranged in the carriage. When mixed, the risk of conflict is as follows: in: and Let each represent a unit of cargo to be loaded. and Arranged in the carriage Inside, Indicates the number of mixed-item conflict attribute categories; Indicates goods With goods In the The original conflict strength on class attributes; This indicates that the two are in the carriage. The actual spatial distance within; Indicates the first The characteristic length of conflict risk that decreases with distance; Indicates that for the first The effectiveness coefficient of isolation measures taken in similar conflicts; This indicates that the isolation measures are effective for the first Sensitivity coefficient for conflict suppression; , Representing goods and goods The center of the loading height; Indicates the effective loading height of the carriage; Indicates the height difference relative to the first The amplification factor for class conflicts; Among them, the effectiveness coefficient of isolation measures Further defined as: in: Indicates the number and types of isolation measures that can be adopted; Indicates goods With goods Whether to adopt the first Various isolation measures; Indicates the first This type of isolation measure for the first The ability to mitigate the risk of conflict; If the following conditions are met: Then determine the goods With goods In the carriage If the conditions for controlled mixed loading are met, then both are prohibited from entering the same carriage or the same loading zone. For goods With goods The maximum permissible risk threshold for mixed packaging.

5. The method for optimizing loading of train car loads for multi-cargo rail-water intermodal transport according to claim 4, characterized in that, The method of using three-dimensional space occupancy and load balance coupling to verify candidate loading status initially identified several candidate loading schemes, including: For any two goods loaded into the same carriage and Its non-overlapping constraints are expressed as: And satisfy: Non-overlapping constraints are set in the same way for both the width and height directions; in: , , , , , As a variable for determining relative position, Indicates goods In the carriage Position along the length direction Indicates goods In the carriage Position along the length direction Indicates goods Loaded towards Adjusted length Indicates goods Loaded towards Adjusted length Indicates goods With goods The required safety clearance between them It is a sufficiently large constant; car The total load mass is: The center of gravity of the loaded carriage is: in: Indicates the quality of goods. Indicates goods In the carriage Position in the width direction Indicates goods In the carriage Position in the vertical direction, Indicates the total quantity of goods. Indicates the longitudinal center of gravity of the carriage. Indicates the lateral center of gravity of the carriage. Indicates the center of gravity in the height direction of the carriage; Assume the support positions of the front and rear bogies of the car body are respectively and Then the loads on the front and rear bogies are: And satisfy: Furthermore, the lateral off-center load check is as follows: The height center of gravity check is as follows: in: It is the acceleration due to gravity. Indicates the load-bearing capacity of the front bogie; Indicates the load-bearing capacity of the rear bogie; This indicates that a difference in weight distribution between the beginning and end is permissible; Indicates the permissible center of gravity height of the carriage; This indicates that the carriage is allowed to deviate laterally from the boundary. If any constraint is not met, the mixed loading combination will be split, replaced, reordered, or a new isolation measure will be selected; if the basic constraints are met, it will be retained as a candidate loading scheme.

6. The method for optimizing loading of train car loads for multi-cargo rail-water intermodal transport according to claim 5, characterized in that, The process of refining candidate loading schemes based on the unloading sequence at the destination station to obtain the final candidate mixed loading scheme includes: Let the goods The unloading sequence at the destination station is as follows The smaller the value, the earlier the unloading. Let the goods The space required for unloading from the vehicle door or lifting port is ,goods The space occupied in the carriage is ; goods For goods The degree of occlusion is defined as: in: Indicates goods For goods The degree of obstruction during unloading; Indicates when goods Earlier than the goods Take 1 when unloading, otherwise take 0; Represents spatial volume, To prevent extremely small positive numbers with a denominator of zero, This is used to reflect that the heavier the goods being moved, the higher the cost of shielding them. Further define the goods The accessibility for unloading is: in: Indicates goods Accessibility for unloading Indicates goods Path depth to the nearest unloading point Indicates goods The lifting or handling height, Indicates the length of the carriage. Indicates the height of the carriage; Set the unloading accessibility constraint as follows: in: (κi) represents the minimum accessibility requirement under different unloading sequences. The earlier the goods are unloaded, the higher the minimum accessibility requirement.

7. The method for optimizing loading of train car loads for multi-cargo rail-water intermodal transport according to claim 6, characterized in that, After forming candidate mixed loading schemes, the process involves comprehensively evaluating and iteratively optimizing the candidate loading schemes based on a preset optimization mechanism to determine the final loading scheme, including: For each candidate loading scheme, calculate its satisfaction with the cargo compartment load utilization, volume utilization, center of gravity stability, unloading accessibility, and mixed loading safety. A candidate elimination criterion is set to screen candidate loading schemes for safety reasons. For candidate solutions that are not eliminated, the cargo positions inside the carriage are iteratively adjusted. When adjustments to the interior of a single carriage cannot further improve the loading effect, cargo can be exchanged between adjacent carriages or within the same train to improve the loading balance of the entire train. Finally, robust minimum satisfaction optimization was used to determine the final vehicle installation plan.

8. The method for optimizing loading of train car loads for multi-cargo rail-water intermodal transport according to claim 7, characterized in that, For each candidate loading scheme, the following satisfaction levels are calculated: cargo compartment load utilization satisfaction, volume utilization satisfaction, center of gravity stability satisfaction, unloading accessibility satisfaction, and mixed loading safety satisfaction. car The satisfaction rate with load-bearing capacity utilization is: in: Indicates satisfaction with load-bearing capacity utilization; Indicates the target load weight; , These represent the maximum allowable load weight and the minimum economical load weight of the carriage, respectively. car The satisfaction rate with the utilization of the floor space is: in: Indicates satisfaction with the utilization of floor space; Indicates goods Volume; Indicates the effective loading volume of the carriage; car The satisfaction level for center of gravity stability is: in: Indicates a stable center of gravity and satisfaction level; , , Indicates the ideal center of gravity position of the carriage; , , These represent the allowable center of gravity offset in the longitudinal, lateral, and vertical directions, respectively. car The satisfaction level of unloading is: in: This indicates that the unloading process is satisfactory; Indicates goods In the carriage Accessibility for unloading in the middle; car The safety satisfaction rate for mixed packaging is: in: Indicates satisfaction with safety during mixed loading; Indicates goods With goods In the carriage Risk of conflicts arising from mixed packaging.

9. The method for optimizing loading of train car loads for multi-cargo rail-water intermodal transport according to claim 8, characterized in that, The final installation scheme is determined using robust minimum satisfaction optimization, including: Final loading plan Determined through the following model: satisfy: in: This indicates the loading plan, including cargo allocation, car numbering, loading location, loading orientation, stacking levels, and segregation measures. This indicates the final loading plan. This represents the minimum satisfaction level for the entire train. Indicates uncertain disturbance parameters. Represents the set of disturbance parameters. This indicates the collection of wagons to be loaded; When the candidate solution no longer shows significant improvement after multiple rounds of adjustments, or has reached the preset loading schedule time requirement, the solution that satisfies the above robust minimum satisfaction model is selected as the final loading solution.

10. The method for optimizing loading of train car loads for multi-cargo rail-water intermodal transport according to claim 1, characterized in that, The process of generating on-site loading operation instructions based on the final loading plan, and verifying and dynamically correcting them during the actual loading process until a loading completion record that meets loading safety and unloading requirements is output includes: Based on the final loading plan, generate loading operation instructions for each wagon, specifying the cargo number, source yard location, loading sequence, loading location, loading orientation, stacking level, isolation measures, and reinforcement measures for each wagon; According to the loading instructions for the compartments, on-site loading is carried out in sequence, including cargo retrieval, compartment positioning and loading, layer stacking, cargo isolation and loading reinforcement. Collect actual loading status data, which includes actual loading weight, actual loading position, actual stacking height, actual isolation measures status, and actual reinforcement status; Determine whether the actual loading condition meets the requirements for loading safety and unloading operations; When the actual loading status does not meet the verification requirements, a local dynamic correction is performed based on the currently loaded goods, unloaded goods, remaining car space, and loading time window, and a loading completion record is output after the verification requirements are met.

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